As American, United, Eastern, USAir, and Delta started drawing down their point-to-point networks in the mid-1980s to instead amplify their respective hubs, longer-range domestic opportunities out of Detroit opened for Republic and Northwest – such as nonstops to Los Angeles and San Francisco, and more service to Florida. This worked in reverse as well – Republic’s drawdown from Chicago sent regional traffic into DTW so that a passenger from Traverse City or Green Bay could stay on RC metal for an entire trip instead of having to interline. Commuter services were added mid-decade through Republic Express (operated by Simmons) and Northwest Airlink (operated by Fischer Bros. Aviation) to the rapidly-expanding dual hub.
Predictably, to those who served or flew through DTW’s 1980s Berry, Davey, and Smith terminals, the extra business overwhelmed its stubby concourses. Too-narrow hallways built for origin-destination traffic were clogged by transfer passengers, too-few shopping and dining options left customers frustrated, and lack of gate and ramp space led to ground congestion and flight delays.
The 1986 Republic-Northwest merger allowed for some smoothing out of operations to better balance loads and eliminating redundant commuter flights, but this could not solve the fundamental airport layout problems and would impede NWA’s ambition to build an intercontinental connecting hub with its new Boeing 747-400 fleet. Clearly, a new terminal was necessary.
It took ten years to complete the planning and permitting to finally kick off in 1996 the building of what was at that time called the Midfield Terminal. New runways and ramps, access roads and interchanges would be constructed over the next five years while the ground was leveled, foundations laid, and framework slowly assembled for a mile-long, two concourse complex.
Delays in airport construction are unsurprising, and the planned Fall 2001 opening window also had the misfortune to coincide with the September 11 tragedy. Thankfully the terminal was able to smoothly adapt to new security processes and the usual systems testing went smoothly. The Edward H. McNamara Terminal – Northwest’s WorldGateway – opened to customers February 24, 2002 to high praise and much relief.
While the B/C gates would not be fully built out for several more years, the entire NWA operation including Airlink services was easily accommodated in the new complex. The integration of international ‘flex’ gates with domestic operations gave Northwest a clear, sustained advantage for passengers connecting to or from overseas flights – in contrast to the (still!) frustrating separate-terminal arrangement at Chicago O’Hare.
Twin-jetbridge loading and ample ramp space made widebody jet operations efficient and allowed for new aircraft with broader wingspans to dock should the need arise. The gate layout also considered NWA’s important cargo operations for easy container staging and movement. Today’s Airbus A350-900s are comfortably serviced thanks to decisions made in the mid-1990s.
The ample gaterooms and wide hallway with moving walkways along the spine of the A concourse, and distributed food and shopping options at the ends and center of the spine, helped with crowd management. And to keep short connecting times possible, the speedy upper-level Express Tram railway tied the whole concourse together. Overnight, the impression of Northwest’s connecting operation went from a cramped bus terminal to a roomy space station!
With plenty of space to sit, several play rooms for kids, the fascinating choreography of the fountain and light show sequence in the B/C access tunnel, flying through Detroit became something to look forward to – and helped Northwest attract more traffic as the world recovered after 9/11.
The WorldGateway allowed the DTW hub to bloom with new service and connections, becoming the leading gateway to Asia from the eastern USA, and an important trans-Atlantic gateway from the central states – five-per-day frequencies to Amsterdam were common even in the mid-2000s.
DTW’s efficiency, flexibility, and high capacity made it an important asset in the Northwest-Delta merger and allowed DL to draw down its historic but multiple-terminal Cincinnati hub. As we celebrate 20 years of operations, we also celebrate the design choices NWA drove that will make this terminal well-used and well-appreciated for many decades to come.
