Paris-Charles-de-Gaulle airport

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Aéroport de Paris Charles de Gaulle
Paris airports Logo.svg
CDG P1020431.JPG

49 ° 0 '35 "  N , 2 ° 32' 52"  E Coordinates: 49 ° 0 '35 "  N , 2 ° 32' 52"  E

Height above MSL 119.48 m (392  ft )
Transport links
Distance from the city center 26 km northeast of Paris
Street A1 motorway
train TGV
Local transport RER B
Basic data
opening March 8, 1974
operator Aéroports de Paris (ADP)
surface 3500 ha
Terminals 3
Passengers 76.150.007 (2019)
Air freight 2,102,018 t (2019)
498,172 (2019)
Employees 75,500
08L / 26R 4215 m × 45 m asphalt concrete
08R / 26L 2700 m × 60 m asphalt concrete
09L / 27R 2700 m × 60 m asphalt concrete
09R / 27L 4200 m × 45 m asphalt concrete


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The Charles de Gaulle Airport ( IATA code : CDG , ICAO code : LFPG , including Roissy ) is in front of Paris-Orly is the largest international commercial airport of the French capital Paris and with about 76.2 million passengers in 2019 second largest passenger airport in Europe after London Heathrow . In a global comparison of airports , Paris Charles de Gaulle ranks 10th (as of 2018). The airport, named after the French general and statesman Charles de Gaulle , is the international hub of Air France and, with over 600 companies and around 75,500 employees, one of the most important business locations in Île-de-France .

Passenger and freight volume

year Passengers Change over previous year
1990 22,500,000 n / a
1991 22,000,000 - 2.2%
1992 25,200,000 + 14.5%
1993 26,100,000 + 3.6%
1994 28,700,000 + 10.0%
1995 28,400,000 - 1.0%
1996 31,700,000 + 11.6%
1997 35,300,000 + 11.4%
1998 38,700,000 + 9.6%
1999 43,600,000 + 12.6%
2000 48.246.137 + 10.6%
2001 47.996.529 - 0.5%
2002 48.350.172 + 0.7%
2003 48.220.436 - 0.3%
2004 51.260.363 + 6.3%
2005 53.798.308 + 5.0%
2006 56,849,567 + 5.7%
2007 59.922.177 + 5.4%
2008 60,874,681 + 1.6%
2009 57,906,866 - 4.9%
2010 58.167.062 + 0.5%
2011 60,970,551 + 4.8%
2012 61,611,934 + 1.1%
2013 62.052.917 + 0.7%
2014 63,813,756 + 2.8%
2015 65,766,986 + 3.1%
2016 65,933,145 + 0.3%
2017 69,471,442 + 5.4%
2018 72.229.723 + 4.0%
2019 76.150.007 + 5.4%

In 2017, Charles de Gaulle Airport handled 69.5 million passengers. This previous high represents a 32-fold increase since 1974, when 2.2 million passengers were transported. It is thus the second largest passenger airport in Europe after London-Heathrow Airport (78 million passengers) and ahead of Amsterdam-Schiphol (68.5 million passengers) and Frankfurt (64.5 million passengers) airports.

From 2003 to 2010, Paris-CDG was the largest cargo airport in Europe . In 2011, 2.10 million tons of goods were transported, which meant that Paris had to hand over the top position to Frankfurt (2.22 million tons).


In the 1960s it became foreseeable that Orly Airport would soon have reached the limits of its capacity and that a new major airport would be necessary for Paris. Due to the authority-like status of the airport operator Aéroports de Paris (ADP), which was legally responsible for all landing sites within a 50 km radius of Paris from its foundation in 1945 to its privatization in 2005, it was possible to centrally control developments in the Paris airport system and the airport to design on the drawing board within a few years. The French Council of Ministers voted on 13 January 1964, the site east of Roissy-en-France, which spread over six municipalities and three departments, for the new airport, which on March 9, 1974 as the airport Charles de Gaulle in operation went.

In contrast to major contemporary projects such as the planned new airports in Munich or Hamburg-Kaltenkirchen , there were no civil protests, environmental regulations or planning restrictions to be observed in the sparsely populated farmland near the village of Roissy-en-France. Construction work on the first terminal began in 1968, followed a year later by the outbuildings for the energy, air conditioning and telephone center. The first control tower grew from 1970 to 1972 to a total height of 80 meters, and in 1971 the first runway was ready for use.

The innovations of the modern airport at that time included the parallel runways, which can be used at the same time, and a terminal building specially designed for air traffic. At earlier airports like Orly , the runways were designed for different wind directions and often blocked each other. The terminals usually consisted mainly of a central hall.

The young architect Paul Andreu was entrusted with the design of the airport. During the planning phase he organized innovative, unconventional workshops and discussion evenings with interior and furniture designers, psychologists and musicians, a typographer and other artists.

In the first construction phase, two parallel runways and a first terminal as well as cargo areas and ancillary buildings were planned between the runways. The master plan provided for a maximum of five runways and five identical terminals for a maximum of 50 million passengers, but was changed significantly in 1970 in favor of Terminal 2.

Initially decided under the working title Paris Nord , it was planned as Roissy Airport , but renamed after the late General de Gaulle a year before it opened. The inauguration of this major project on 8 March 1974, overshadowed by the crash of a DC-10 of the Turkish Airlines , which had previously crashed five days on the way from Paris-Orly to London in the area (see also Turkish Airlines Flight 981 ).


Airport layout

The airport Charles de Gaulle has since 2000 on two so-called "doublets" with two runways , of which the longer and the shorter is used as a runway usually called runway. All four slopes are parallel; In order to avoid confusion, the courses of the Doublet Nord are called 09L / 27R and 09R / 27L, while those of the Doublet Sud are called 08L / 26R and 08R / 26L. A fifth runway was originally intended as a cross wind runway and was supposed to connect the two eastern ends of the parallel runways, but today there are only taxiways in its place. The possible use of such a railway was controversial, and there is increasing resistance among the population to further expansion of the airport. The new areas of Terminal 2 would also obstruct the runway. There is a dedicated landing pad for helicopters with three adjacent parking positions in the north of Terminal 3.

There are now three control towers on the site, the oldest of which is in the car park south of Terminal 1. In 1998, the Tour Sud was opened at Terminal 2E, which monitors take-offs and landings at Doublet Sud and the apron traffic at Terminal 2. In 2005, the new Tour North to the east of Terminal 1 went into operation; in addition to the Doublet North and the apron of Terminal 1 and 3, all aircraft are observed on the approach. At night the old Tour centrale takes over the tasks of the other two towers. The funnel-shaped tower at the entrance to the airport is not a monitoring device, but the water tower built around 1970.

With over 50 million passengers per year, the airport has reached the limit of its originally planned capacity. Although it is possible with modern control technology to handle additional aircraft and to carry more passengers in larger aircraft, a reorganization of the airspace over Paris would be necessary for a significant expansion of the airport, as there are already many bottlenecks in arrival and departure. The current plans now provide for capacities of 66.5 million passengers for 2010, and by 2025 it should be possible to increase this to 100 million. To this end, a fourth terminal is to go into operation for around 25 million travelers per year from 2012, while the S3, S4 and 2G extensions at Terminal 2 are to be completed.

With 3500 hectares, the area is about the size of a third of the city of Paris within the boulevard périphérique , it has more than 125 kilometers of streets and five hotels with a total of around 1700 beds, numerous other hotels are in the commercial areas of the neighboring towns.

Terminal building

Terminal 1

Central building

Aerial view of Terminal 1

The terminal building consists of a round central building, which is connected via tunnels to seven satellites that are arranged on the apron around the building. The main building itself is surrounded by the apron, but separated from it by a ditch.

The upper floors of the central building are used for technical rooms and as a parking garage. They are enclosed with a windowless concrete facade. The lower floors, where the check-in facilities are located, have large windows, but these are covered by the circumferential access road.

The baggage sorting hall is located in the basement, which is not visible to passengers. The suitcases reach the individual satellites from here through their own service tunnel. Shops and restaurants are located on the ground floor. In addition, additional check-in counters were installed here by 2008. The stop for the CDGVAL gondola lift was built in front of the building . The check-in counters and airline sales counters are located on the first floor. Passengers reach the 2nd floor through moving walks in the inner courtyard. From the surrounding driveway you can either drive to the exit or to the 3rd floor.

Terminal 1: inner courtyard with walkways

The 2nd floor is the transit floor. The passport control points are located here, behind them the duty free shop and the entrances to the tunnels that lead to the satellites. Two satellites, number six and seven, can be reached for flights within the Schengen area (“Schengen flights”) without passport control and are separated from the duty-free area. Arriving passengers can get to the 3rd floor via additional conveyor belts in the courtyard, if necessary after passport control. The inner courtyard itself is not roofed over, rather the conveyor belts run in closed Plexiglas tubes, which are probably the most famous facility at the airport and can be seen in various films.

The baggage claim belts and the customs checkpoints are on the 3rd floor, behind them car rental companies, information desks and individual shops (kiosk, café). Various bus lines stop on the right of way around the building. The other floors can be reached by various elevators, all of which are located in the outer wall between the exits and connect all floors. Cars can get to the exit or the parking decks above.

The 4th floor is used for offices and technical rooms. In addition, the entrance and checkout area of ​​the parking garage is located above; the street leads from the outside of the building to the center, where the driveways to the parking decks are.

Floors five, six, seven and eight form the parking garage on the terminal.

The 9th floor is only partially built on and is used for individual offices and technical rooms. The highest part of the building contains the Salon Blériot lounge area (chargeable) and a restaurant. Both can only be reached by elevator from the duty-free area.


Tunnel from Terminal 1 to a satellite
Waiting room at the gate, the central building in the background

The seven satellites are largely identical. Each of them is connected to the transit level of the main building by a 250 meter long tunnel. In addition to a treadmill in each direction, there is a footpath that contains several stairs due to the height difference. A second tunnel leads to the sorting hall, but only the roof of the tunnel connection is visible on the satellite.

Luggage is handled on the ground floor, which is roughly on the same level as the departure level due to the height difference between the main building and the apron. From the tunnel, passengers reach the first floor, where there are waiting areas and a kiosk. The extensive seating areas will be replaced with more modern seats as part of the renovation. A staircase in the middle of the satellite, not accessible to the public, leads to the ground floor and under the roof. The satellites are equipped with telescopic passenger boarding bridges. In the case of larger aircraft, several of them usually dock on one aircraft at the same time.

The satellites are numbered from one to seven. The order is unusual, however, as satellites one and seven are right next to each other, while the access road runs between three and four. Satellite six is ​​used by Lufthansa. There is a Lufthansa Business Lounge and a Senator Lounge there . There is also a magazine shop, a duty-free shop and a bar in Satellite Six.

Renovation and architecture

After 30 years of operation without significant repairs, the building became unsightly. The facilities were technically outdated and passengers found the interior to be out of date. The occasionally proposed demolition of the "monstrous concrete camembert" was not taken into account, as the building with its clear borrowings from the science fiction aesthetics of the 1970s and motifs from the Space Age is generally regarded as a monument typical of the time. As part of an extensive renovation, Terminal 1 was adapted to modern requirements from 2004 to 2008 and is now supposed to offer the same quality as Terminal 2. For more daylight, partition walls were removed inside and replaced by glass surfaces. An automatic baggage handling system with a new arrangement of the check-in counters shortens the transport of suitcases to the satellites from 25 minutes to around eight minutes. The Star Alliance , which operates most of the flights in Terminal 1, was involved in the planning. Architecturally outstanding and visionary at the same time, the inner courtyard of Terminal 1 in particular remains reminiscent of the Center Pompidou , which was built much later, with its sloping, wide-spanning escalators under vaulted, transparent plastic roofs . This modern architecture was also immortalized on the famous album cover of the English pop group The Alan Parsons Project of the album I Robot from 1977. The monumental and staged at Terminal 1 should make the passenger believe that he is not a banal flight here, but a journey through time and Space.

Terminal 2

Information boards in the airport

Even before Terminal 1 was completed, planning began in 1970 for Terminal 2 for Air France , which in 1972 approved plans for an ensemble of smaller halls on both sides of a central street.

According to the draft, eight so-called modules were originally to be created, of which the first four were built; instead of the four components planned later, two larger terminals and the transfer station were built.

Terminal 2A / B

Modules 2A and 2B, which opened in 1982, are located opposite on a ring road. A major criterion for Air France as the main user was the significantly shorter footpaths compared to Terminal 1, which make transfer connections easier. Arrival and departure take place on the same floor. Both modules are connected by an underground passage that also leads to parts 2C and 2D. In 1999, the round satellite 1 with additional passenger boarding bridges was added to the western end of module A. This is not possible on the other modules due to lack of space.

The comparatively compact modules A and B together almost reach the capacity of Terminal 1. Both halls were mainly planned for point-to-point connections and are only useful to a limited extent for transit passengers. For this reason, flights from the oneworld alliance are now predominantly operated there , and guests rarely change to another aircraft. After the collapse of Hall E, however, Air France flights were handled again.

Terminal 2C / D

Module 2D was inaugurated in 1989 and largely corresponds to 2B, but it is used for Schengen flights and therefore has no customs and passport control points. Module 2C, completed in 1993, has separate floors for arrivals and departures, but the external shape of the building has been retained.

TGV station - Module d'Échanges

The “transfer module” connects areas C, D, E and F with each other and unites several stops. Since 1994, high-speed trains have stopped in the underground TGV station on the route from Brussels to Lyon, with which there is also a connection to the Euro-Disney-Park in Marne-la-Vallée, but not to downtown Paris. Such a connection to the Paris-Est train station ( Gare de l'Est ) is being discussed under the name CDG Express . Some of the TGV and Thalys are used as feeders to international flights. For this purpose, separate flight numbers are assigned to these trains in the reservation systems of the SkyTeam companies. The S-Bahn RER runs from the neighboring platform via the older RER station to Paris-Nord. On the floors above there is the closed stop for the SK6000 , the new stop for the CDGVAL and connecting corridors to and from modules 2C, 2D, 2E and 2F. The high-rise of the Sheraton hotel is located above the module.

Terminal 2F

Link to the pier in Terminal 2F

In 1989, sections F and E were designed for the site to the east of the TGV station, which were supposed to be larger than the previously created components. Since 1997 there have been two large piers, so-called peninsulas, which protrude onto the apron and, in contrast to the concrete mass of the rest of the building, are roofed with an elaborate glass construction in section 2F instead of passenger boarding bridges directly at the departure hall. Module 2F was planned as a transfer terminal for Schengen flights without a passport control point. However, Air France decided to use the eastern pier for international flights until the end of 2008, so the module has been split and Schengen flights are now handled in module 2D and a half of 2F. The new east luggage sorting system is being built for transit luggage, which was previously laboriously and often unreliably transported from one aircraft to another. Once completed, it will move suitcases between Halls 2E, 2F and 2G as well as the two satellites in between. From the end of 2012, airport hall 2F is to be used exclusively for flights within Europe.

Terminal 2E

The drafts for Module 2E, originally planned as 2F with two piers, were changed in 1997. As with the other modules, the central check-in hall is located on the driveway. In the middle of the so-called isthmus joins, a narrow connecting structure that leads to the large departure hall, the pier (la jetée). The lower floors of the pier are built in a conventional construction, only the departure level is on the top floor and is enclosed by a tunnel-like concrete tube, which in turn is covered with a glass envelope.

On May 23, 2004, one year after its completion, part of the concrete ceiling of the pier collapsed, killing four people. The pier will remain closed until further notice, the roof structure will be completely demolished and rebuilt, the lower floors will be retained. The cause of the collapse was found to be the interlinking of construction defects, insufficient static reserves and unexpected thermodynamic loads. Cracks had already appeared beforehand, but were not rated as dangerous. Construction workers had also criticized the fact that the work had been carried out under great time pressure and with little care. In 2005 it was decided not to erect a new concrete ceiling for the new building, but a glass and steel roof similar to that of the peninsulas of Terminal 2F.

After the roof structure collapsed, the undamaged check-in hall was reopened in December 2004. Passengers reach the aircraft by bus from a temporary waiting area in the isthmus. In June 2005, another part of the check-in counters was put back into operation, from there the passengers can go to a temporary terminal, satellite H north of module 2F, near the north runway. With this measure, Air France expected to be able to handle all flights smoothly, even during the peak holiday season.

Terminal 2E was reopened on March 30, 2008 after a renovation for 130 million euros. With 17 positions close to the building and six apron positions, it will offer a capacity of 7.6 million passengers.

Satellite S3

From summer 2007, 19 new gates went into operation in the S3 satellite, six of which can also handle Airbus A380s , with a total capacity of nine to ten million passengers a year. Passengers traveling from there to the countries of the Schengen zone can check in their luggage in Terminal 2F and access the satellite via a connecting walkway with moving walks . International passengers, on the other hand, check in at Terminal 2E and are transported between the isthmus and the satellite with the new LISA gondola lift, which also leads to the S4 satellite.

Satellite S4

On June 28, 2012, the S4 satellite was completed, the size of which corresponds to the S3 and a capacity of 7.8 million passengers per year. Only long-haul aircraft from Air France and its partners are handled in this hangar. It has 16 gates, six of them for the A380, and is connected to Terminal 2E with the LISA train. In addition, the S4 satellite is home to the world's largest Air France lounge with 3,000 m² for guests in the Affaires class.

Terminal 2G

Hall 2G is the last part of Terminal 2 at the eastern end of the airport. Flight operations began on September 3, 2008 and the terminal should be able to handle around three million passengers per year. It operates regional aircraft with 50 to 100 seats that fly short distances to the Schengen countries . To change trains, it should be possible to get from Terminal 2G to the wide-bodied aircraft on satellites S3 and S4 without having to pass through Halls 2E or 2F. Initially, 20 passenger boarding bridges will be usable, with a later expansion by another ten planned.

Terminal 3 (formerly T9)

As a temporary measure, the Aérogare T9 was opened in 1990 to accommodate charter and low-cost airlines that are not dependent on the service and transfer facilities in the large buildings. As a result, in complete contrast to the other terminals, a very plain and simple hall was created near the RER train station. It was expanded in 1999 and renamed Terminal 3 . In addition to a small duty-free area, there is only an extended kiosk in the departure hall, and passengers also have to do without boarding bridges. The shuttle buses to the other terminals do not stop in front of the door, but at the Roissypole RER station, 300 meters away. Despite or perhaps because of its simplicity, Terminal 3 is a great success. Around nine percent of all passengers are handled in the cheap building, although it is much smaller than the other terminals.

RER station - Roissypole

The RER connects the airport with the center of Paris.

In 1976, the first underground station opened at the airport, where the Roissy Rail line (now part of the RER B ) from Gare du Nord in Paris ended. Since it was planned as a central stop for all terminals, it is located away from the two large terminal buildings. Terminal 3, the central bus station, the Air France administration and various hotels and office buildings are located around the station. In order to better market this commercial area within the airport, the name Roissypole was created , which is now used for all facilities in the central zone that cannot be assigned to either the terminals or the cargo areas. Since 1994 the RER trains have continued to the station in Terminal 2, where the TGV trains also stop. The old terminus is now called Aéroport Charles-de-Gaulle 1 (T.3) , the new terminus is called Aéroport Charles-de-Gaulle 2 TGV .

Orientation and communication

Although in the construction plans for Terminal 1 the individual floors were named with the letters A – K and the satellites with T – Z, this designation was not used publicly. Instead, the satellites have been numbered consecutively so that there is now a satellite and a terminal with the numbers 1 and 2. In Terminal 2, which was built in individual sections, so-called modules, each module was assigned a letter. The halls are not next to each other, but opposite, which means that the order of the bus stops is now ACEFDB, with the two larger parts E and F sometimes also being subdivided.

When the airport was being planned, pictograms were not yet common, the shape and color of signs tended to be random. Paul Andreu initially said that terms like "bar" or "toilet" are internationally understandable. The typographer Adrian Frutiger suggested symbols for toilets, luggage storage, shops and the like that Otl Aicher first used at the 1972 Olympic Games. For color psychological reasons, the signs should be in a conspicuous yellow. The yellow signposts with white pictograms became common internationally in the following decades.

The sometimes illogical signage on the complex airport grounds is often criticized. Although rules for colors, fonts and symbols have been drawn up again and again since the opening, these have not been implemented consistently. The colors and shapes of the individual terminals vary depending on the construction date. The SNCF uses its own signs in both stations. Terminal 3 can still be found on various signposts as “Terminal T9” or “Aerogare T”, the TGV station is shown as “Terminal TN” on some flight tickets and reservation computers, but there are no such information on the boards. The numbers of the individual switches and doors are reassigned in each section so that there are several exits with the same number. Amazingly, however, there are also no suitable structures for various addresses. Even the two halves of Terminal 2F use different counting methods: in the first hall the exits are arranged with consecutive numbers next to each other in a clockwise direction, in the second hall they are opposite each other.


Signpost in Terminal 1

Adrian Frutiger created a new character set based on his Concorde font, which should also be particularly easy to read from oblique perspectives and great distances, since information signs at airports are rarely viewed from the front. The Roissy font was created, which has since been used for all signs at Paris airports. The Roissy was initially only available in two weights, normal and bold, the Frutiger font developed from it includes other weights such as italic. A recent further development is the Frutiger Next, which looks a bit more elegant, but differs significantly from the Roissy, especially as a cursive variant. The Frutiger is one of the most popular fonts of all, a similar font from Bitstream is called “Humanist-777”.


The gong, which appears very futuristic for the 1970s and was used in Roissy until 2005, comes from Bernard Parmegiani of the GRM ( Groupe recherches musicales ) and was composed by him in 1971. The “Indicatif Roissy” can be found on the “Archives GRM” CD collection as the most famous example of applied music. In 2005, a new jingle was introduced as part of the new corporate identity of the operating company Aéroports de Paris .

Transport links

Within the airport area


Daily from 4:30 a.m. to 1:30 a.m., the airport company's free-of-charge buses ("navettes") run between the individual check-in halls and the train station in Terminal 2, every eight minutes France, the transit areas of the individual modules of Terminal 2, an airport company bus runs from there to Terminal 1. Terminal 3 does not have a transit counter and can only be entered through the check-in hall.


In order to improve the connections between the terminals, the RER train station and the parking lots, the operating company ADP obtained offers for an automatic gondola lift with two routes in the early 1990s: Line 1 from Terminal 1 to the holiday car park, RER train station and Terminal 2 with the TGV train station and Line 2, which was supposed to connect the individual modules of Terminal 2. Surprisingly, the decision was made in favor of the largely unknown SK6000 system from the French company Soulé, consisting of aluminum gondolas pulled by steel cables. Despite years of test drives, there were repeated breakdowns, so that the specialist press scoffed at the “Roissy ghost train” and the French Court of Auditors examined the joint project between ADP and RATP after the costs exploded. There they were “dismayed by this device”, which one could say with certainty that it did not meet the requirements of an international airport, since several disruptions per month occurred during the trial run without passengers, during which the travelers had to free themselves to then climb out of the gondolas with ladders. The Sheraton Hotel, under which the route of the two lines to the TGV station runs, also complained about the rumbling and the unbearable noise of the gondolas. The entire facility was demolished again.


A front cabin of the CDGVAL
Geographically exact route of the CDGVAL line

After the fiasco of the SK6000, combining it was decided to Terminal 1 with the RER train station and Terminal 2 with the VAL of Matra / Siemens Transportation to realize a fully automated mini-Métro , which already at Orly since Has been used successfully for years. The CDGVAL , initially also known as "RoissyVAL", runs largely on the route of line 1 of the SK6000, line 2 has been discarded for the time being.

CDGVAL has been connecting five stops at four-minute intervals since spring 2007, and the journey takes around eight minutes. CDGVAL thus replaces a large number of different shuttle buses and significantly shortens travel times.


Another gondola lift (" Liaison Interne Satellite Aérogare ", LISA for short) has been connecting Terminal 2E with the S3 satellite since summer 2007 . From 2012 this runway will be extended to the S4 satellite east of Terminal 2 , which is expected to be completed by then. Check-in for passengers on the S4 satellite will take place in Terminal 2E . LISA uses the same vehicles as the CDGVAL, but these traffic systems are independent of one another and not connected to one another, since, unlike the VAL, LISA is only accessible to passengers behind the passport and security controls. The vehicles can be transported by truck to the CDGVAL workshop for maintenance work.

Connections to Paris


The A1 motorway connects the airport with Paris and the French highways at exit number 6.

Buses of the RATP

The Parisian public transport company RATP operates the Roissybus , which connects the Opéra metro station directly to the airport every quarter of an hour. In addition, the RATP operates two normal bus lines to Roissy, lines 350 (from Paris-Est station ) and 351 (from Place de la Nation ) run every 20 minutes during rush hour.

Bus Direct

Bus Direct (formerly Cars Air France ) offers regular bus connections from CDG to downtown Paris on two routes. Line 2 goes via Porte Maillot and Place Charles-de-Gaulle to the Eiffel Tower , line 4 alternates between Gare Montparnasse and Gare de Lyon .


The train station , which is located under Terminal 2 , is connected to the French high-speed network. All TGVs from Brussels and Lille to west, south-west and south of France stop at this station. The Marne-la-Vallée - Chessy train station is located directly at Disneyland Resort Paris on this eastern bypass route LGV Interconnexion Est , which saves travelers the hassle of changing stations in Paris . Travelers to Paris can board the RER B trains at the same station .


There is a train connection to Paris with the RER ( Réseau Express Régional ). A branch of line B starts in the north at the TGV station under Terminal 2 and stops at the RER station next to Terminal 3 , which is also used for Terminal 1 , and then leads to Paris , where it can be found at Gare du Nord and in Châtelet - Les Halles stops. The journey time from the airport to Gare du Nord is 31–35 minutes, and to the central transfer station Châtelet - Les Halles 34–38 minutes.

Connections to Orly Airport

A connection between the airports is necessary for many trips, as Air France has its international hub in Charles-de-Gaulle, where most flights from Germany also land, but many domestic French routes still start at Orly Airport .

Bus Direct

Line 3 of Bus Direct (formerly Cars Air France) connects the two airports Roissy and Orly directly with a coach and stops at all terminals. The drive on the Parisian ring road Boulevard Périphérique usually takes less than an hour, but depending on the traffic, it can take considerably longer.

Train connection

The RER B , which stops at the stations next to Terminals 2 and 3, crosses Paris and offers two connections to Orly Airport in the south. In the station Denfert-Rochereau , in the Orlybus be switched; Alternatively, you can take the RER B to the Antony stop . There you have to change to the Orlyval cable car , which in about 15 minutes first goes to Orly-Ouest (West) and then Orly-Sud .


  • On January 6, 1993 a turboprop aircraft of the type De Havilland DHC-8-311 of Lufthansa CityLine , on whose behalf the Stuttgart-based Contact Air operated this scheduled flight from Bremen to Paris-Charles-de-Gaulle, crashed in a failed "swing" Over "maneuver (change of runway during the approach). The reasons for this were the incorrect behavior of the pilots and the poor weather conditions (low cloud base and poor visibility). The runway change was necessary because a Boeing 747 of Korean Air touched the ground when landing on the intended runway for LH 5634 27 (today 27L) with an engine. As a result, the runway was closed and LH 5634 had to use the ILS glide path from runway 28 (now 26R). The aircraft descended rapidly and finally flew 1.8 kilometers from the threshold of runway 28 at 7:20 p.m. local time, killing 4 of the 23 occupants (see also Lufthansa CityLine flight 5634 ) .
  • On 25 May 2000 came Shorts 330 airline Streamline with a MD-80 of the Air Liberté together. Many aircraft at the airport were manned by French crews and given instructions in French. The British crew of the Stream Line did not notice that another aircraft had been cleared for the same runway. The Stream Line copilot died in this accident . The injured pilot was arrested for manslaughter before he was released from hospital. The police later released him and justified the accident by using the local language. A few weeks earlier, Air France had started a test phase in which it ordered that the radio should be held in English instead of the usual French. Due to angry citizens and increasing political pressure, this attempt was canceled after eight days. The public felt that the pilots would distance themselves from their mother tongue.
  • On July 25, 2000, a Concorde took off from Charles-de-Gaulle Airport on its way to New York . During take-off, a tire was torn from a metal piece lying around, chunks of rubber tore a hole in the left wing tank, the leaking fuel ignited, and the left engines failed. About a minute after take-off, the machine crashed into a hotel in Gonesse near Paris. 113 people were killed (see also Air France flight 4590 ).


From 1988 to 2006, Mehran Karimi Nasseri lived in Terminal 1 , on whose story the film Terminal is based.

See also


  • Edward Blankenship: The Airport - Architecture, urban integration, ecological problems. Praeger, New York 1974 (construction plans Terminal 1 and original master plan)
  • Aéroports de Paris: Document de Base. April 2006 (Mandatory publication for the French financial markets, 348 pages of inventory and projects. Printed edition available from ADP or as a PDF file from the Autorité des marchés financiers .)
  • Manuel Cuadra : World Airports . (Terminal 2F) Junius Verlag GmbH, Frankfurt 2002. ISBN 3-88506-519-3 .
  • John Zuckowsky: Building for Air Travel . Prestel 1996. ISBN 3-7913-1684-2 (English)


  • Roissy 1st documentary, France, 2009, 26 min., Director: Valéry Gaillard, production: arte France, series: Baukunst, German first broadcast: October 25, 2009, summary by arte, including an interview with the architect Paul Andreu

Web links

Commons : Charles de Gaulle Airport  - Album with pictures, videos and audio files

Individual evidence

  1. a b c d e AIP France
  2. -2019.pdf? Sfvrsn = a27cc1bd_2 Aéroports de Paris: Trafic de Paris Aéroport en hausse de 2.5% en 2019, à 108 millions de passagers (PDF, French)
  3. a b Bulletin statistiquetrafic aérien commercial - Année 2019. In: Ministère de la Transition écologique et solidaire, accessed on May 27, 2020 (French).
  4. CD collection "Archives GRM"
  5. Virtual train station of Terminal 2 ( Memento from February 24, 2009 in the Internet Archive )