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AIR TRANSPORT INFRASTRUCTURE NEEDS EXPANSION

Mobility is one of the catch phrases of the fast-moving age we live in. Air traffic plays a major role in this. It is the fastest growing means of transport with almost guaranteed growth rates of five to seven percent per annum. Until 2010 a doubling of passenger numbers to three billion is expected globally. In Europe and Germany a doubling is predicted within the next 15 years.

Infrastructure problems increase in proportion to the rate of passengers growth. Representatives from politics, air traffic, industry, air traffic control and airports took part in the conference "Extension of the Infrastructure in Air Traffic" in Berlin at the end of October. The aim was to discuss plans and measures for a future infrastructure.

Congestion in the skies has never been as bad as it is today. Jürgen Weber, Chairman of the Board of Directors of the German Lufthansa explains that punctuality in air traffic has been getting worse since 1994. He also bemoans damage to the economy amounting to billions of DM and now growing into double figures. The gap between growth rates and the demands of the market are getting bigger, because terminals are too small, there are not enough slots, too few positions for aircraft and the well-known fragmented air traffic control within European states. According to Weber the reason for the fact that every third inner European flight is late is that capacities have been estimated wrongly and that not enough has been done to increase theses capacities. This applies especially to air traffic control in Europe.

A committee of air traffic partners in the German traffic forum has submitted six recommendations which shall work towards consolidated air traffic control. Joint European air space and capacity planning as well as the strengthening of Eurocontrol's regulatory function are in the paramount (c p FR 12/99, p.28).

Weber intends to give priority to the capacity bottlenecks at the hubs Frankfurt and Munich. According to Weber things would be much improved by building a further terminal in Munich. In Frankfurt, however, capacities are generally stretched to the limit. The airport needs to be structured to allow 120 flight movements - an amount which has already been set by Paris, Amsterdam and Brussels as a measure for European competition. Frankfurt currently allows around 80 movements.

Everyone involved claimed undisputedly that one of the main problems was the lack of efficiency of the European air traffic control. Lothar Ibrügger, Parliamentary Secretary of State of the Federal Ministry of Traffic, Construction and Housing assured that the Federal Government was to "try anything to remove bottlenecks within the European air traffic control". According to Ibrügger the "ATM 2000+ Strategy", which was drawn up by IATA, Eurocontrol and other organisations, is one significant step in the right direction. This strategy will effect a significant increase in the air space through a unified air traffic control system, unhampered by borders.

It is apparent that privately owned air traffic control organisations as seen in Great Britain and Germany are more efficient. Dieter Kaden, Chairman of the German Air Traffic Control Organisation DFS, stressed the contribution of his institution through intense work and high investments in state of the art engineering and technology (up to now DM1.5bn). He pointed out especially DFS's involvement in the development and introduction of the civilian European satellite navigation system Galileo.

Dr. Wilhelm Bender, Chairman of the Board of Directors of the Frankfurt Main AG claims that the only lasting solution is to create additional ATC (Air Traffic Control) capacities if Frankfurt is to stay competitive as a European and intercontinental hub. "An airport has only got a future as hub if it can offer certain requirements within the business system of an alliance of airlines. Capacity means foremost the ability to cope with feeder traffic". It can be proved that airports with capacity reserves have the biggest growth potential. While London-Heathrow and Frankfurt had an increase of 4 percent of passengers in 1997, London-Gatwick, Paris Charles de Gaulle, Zurich and Amsterdam's growth rates were three times as big. Bender views Frankfurt as the only airport in Germany which will be able to take up the challenge among the few competitive global players. However, in alluding to contorted competition practices through direct or indirect subsidies in European and international air traffic, Bender first of all demands fair conditions.

While existing airports have to cope with long planning schedules for additional developments, if they are to be successfully realized at all, the construction of new airports in Germany is utopian. Albeit there is an exception: with Berlin Brandenburg International things could be accomplished of which other airports can only dream.

All the experts agree that, besides the industry's efforts, the way out of the current dreadful state lies "mainly with politicians at a national and at EU level", according to Jürgen Weber.

Secretary of State Ibrügger explained the Federal Government's efforts how to find European solutions to deal with these bottlenecks. He confirmed that the air traffic infrastructure in Germany had to be developed and secured. Ibrügger introduced a paper illustrating airport policies which had been compiled by the Federal Ministry of Transport for the EU Conference of Ministers of Transport which will take place at the beginning of December. The paper stressed the necessity for the economic development of airports and the bearing it will have on jobs. The Federal Government and the Confederate States and local authorities will create the required structural conditions which will guarantee and expand the competitiveness of airport enterprises. It is essential to safeguard Germany's competitiveness to gain the largest share in the European transport market. Expanding the capacities of the air traffic system is part of this.

It has to be said that the German Government does not feel "the necessity to pay for measures to expand capacities with public funds". The money should come from private investors. The Federal Government and the Confederate States should come up with more efficient planning. The Federal Ministry for Transport, Construction and Housing wants to issue an investment program for DM67.4bn in order to create a "focussed, reliable and realistic infrastructure policy".

Furthermore Secretary of Parliament Ibrügger pointed out various possibilities to expand airports and also create potential for easing airport capacities by co-operations using synergy effects as well as further privatisations. Another possibility could be to transfer short-haul air traffic to the railway, supported by better concepts incorporating various other means of traffic. In future rail traffic was to become more important through the expansion of ICE routes and the construction of a high-speed railway net in Germany and major parts of Europe. According to Ibrügger unnecessary shuttle flights could be avoided by better connections with the most important German airports. They are currently being planned and constructed or already in action. The aim of an optimum interlinking of various means of transport must also bear the ecology in mind.

Dr. Gustav Humbert, member of the Board of Directors at Daimler-Chrysler Aerospace AG (Dasa), explained the most important role of his company in expanding and making better use of the infrastructure in air traffic. There was potential for improving the performance of aircraft and engines as well as reducing fuel consumption. He also stressed Dasa's important role as a forerunner in realising relevant technology programs. Modern and mainly civilian systems of satellite navigation like Galileo will enable better landing procedures, more flexibility in using air space and thus contribute to safer air travel, Humbert said.

While Germany's air traffic industry is continuously demanding fair and equal competition conditions, and is vehemently fighting against fuel taxation, Ibrügger values these taxes as an "economic steering instrument". There is still the threat of taxation in air traffic, because it would "make competition conform".

Whether Germany's air traffic will be able to overcome strains and bottlenecks depends mainly on political conditions. But it remains disputable how supportive politicians will be, considering the introduction of energy taxation and the continuous discussion on oil taxation. Therefore both complaints and hopes will continue.

From page 43 of FLUG REVUE 1/2000