Ginger S. Evans, incoming commissioner of the Chicago Department of Aviation, addressed an audience of civic and government leaders June 25 at the City Club of Chicago to discuss the importance of the city's airports to its economy and future growth. She talked about the challenges ahead — particularly at O'Hare, which is in need of expansion and streamlining if it is to remain competitive as a leading world hub.

"If we want Chicago to continue to remain competitive, there are important issues that we need to address that relate to both capacity and consumer experience," Evans said. "We are at a crossroads. If we want to reclaim Chicago's status among the very best and elite international and U.S. hubs, we must go out and earn it."

O'Hare was one of the few airports to be developed in the economic boom following World War II (alongside Miami, London Heathrow and Los Angeles International). The airport made what many felt was a risky move to build on a completely new site to replace the constricted Midway, which had become the world's busiest. O'Hare became a world leader, developing the process of up to three simultaneous approaches in good weather, and building longer runways to cater for the latest airliners.

The growth of O'Hare has been steady, becoming a major hub for American and United Airlines and a significant international gateway. But the problems associated with such growth have left it a congested and inadequate facility for the demand placed on it, while cities such as Denver, Dallas and Washington, D.C., have taken note of the pitfalls and developed rival airports with capacity for growth.

Ginger S. Evans, incoming commissioner of the Chicago Department of Aviation, is planning big changes for Chicago O'Hare.

"I was the chief engineer for the new Denver International Airport," Evans commented. "And I can tell you that the very first thing we did was go get the world's best commercial aviation expertise. And where did we find it? In Chicago."

Another of O'Hare's woes is its complicated runway system. At present, eight runways are used with three different alignments. This triangle pattern harks back to the 1950s, where every wind angle was catered for, but the demands of constant streams of traffic were not anticipated.

Evans put it simply: "First and foremost, O'Hare's triangular runway pattern ... has to go."

With Dallas and Denver now capable of quadruple simultaneous aircraft approaches, Chicago needs to follow suit to keep up with airline demand, adding and extending runways in the east-west orientation.

Citing the "huge payoff" from the modernization of Terminal 5, Evans also wants to see an improvement in the whole terminal system. Since retaking the "busiest airport" crown from Atlanta in January, O'Hare has seen a rise in delays and complaints.

Evans concedes the status was achieved not by O'Hare's success, but by Delta removing aircraft from its Atlanta hub. If Chicago is to remain competitive and attract passengers, it must address the problems.

A framework of modernization has already been approved, which will see $285 million federal funding commitment for the runway improvements, and planning approval already received to improve terminal facilities and gates (O'Hare is still not equipped to handle the Airbus A380 at any of its gates). As a side effect, modernizing the terminals and improving concessions should also see an improvement of passenger satisfaction and a growth in employment at the airport.

Work continues to convince American and United of the need for expansion of gates and runways, but Evans insists "they'll agree," despite them not contributing financially.

Evans' plans also include Midway Airport which, she says, ranks "bottom of the pack" alongside O'Hare in aspects of concessions and terminal signage. Both airports will be improved under her watch, which hopes to turn a new leaf for the city's airport hubs.