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BERLIN PLANS "SINGLE AIRPORT" AT SCHÖNEFELD

If everyone agreed, Berlin's Schönefeld Airport could soon become an international hub - and could, according to the plans of those in authority, enter history as "Berlin Brandenburg International" (BBI) Airport. It is, however, a known fact that one cannot simply write history, especially not if sacrifices have to be made. In this case the sacrifices are Tegel and Tempelhof, Berlin's urban airport. Many involved in the relevant discussions are in agreement, but unfortunately, not everyone. This is how the debate with "heart and gob" had been going on for some years now and there does not seem to be an end in sight.

The reasons for these problems are as follows: After the German re-unification Berlin Brandenburg Airport Holdings (BBF) was founded as a trading company for the three urban airports in Berlin: Tegel, Tempelhof and Schönefeld. With the new idea to establish an international aviation hub in the south of Berlin came the simultaneous realisation that the funding could not be guaranteed. There were three partners of the BBF, i.e. the counties of Berlin and Brandenburg with 37 percent each and the Federal Government with 26 percent, who, when finances became tight, finally decided to sell their shares. The investor was to have the right and obligation, using his own finances, to build and operate the new single airport Berlin Brandenburg International (BBI), which had been in the planning stages since the end of 1992. The operation license was to be granted for 50 years.

Offers were submitted by two consortia. One is composed of the companies Hochtief Airport GmbH, ABB Calor Schaltanlagen AG, Airport Frankfurt AG and Banking Company Berlin AG. The second, known as "Project Company Berlin Brandenburg International" (PEG), comprised the IVG Holding AG, the Vienna Airport AG, Dorsch Consult, the Commerzbank AG and the French Finance Group Caisse des Dépots.

At the beginning this April the tender from the Hochtief Consortium was accepted at DM 635 million, although not adhering to technical standards was given as a definite reason for disqualification in the conditions of the tender document. According to "vwd-Reports" the technical concept submitted by the Hochtief Consortium showed "grave shortcomings". Experts came to this conclusion after being commissioned by the BBF. Among these shortcomings were the lack of road and rail connections, the main terminal was too small and there were only 38 direct aircraft gates. One would not be able to handle the expected 20 million passengers under these circumstances. Despite this the BBF partners and the Hochtief Consortium have signed the contract, which is the base for privatisation and construction of the giant airport. This has happened in spite of a current legal dispute initiated by the IVG Consortium. The signing took place at the very last minute, considered that the law to speed up traffic routes will expire at the end of 1999.

Furthermore, it is a fact that a joint decision was made by Berlin and Brandenburg on 28 May 1996 to expand the Airport Schönefeld into a Single-Airport. This happened after a lengthy dispute over the position, (i.e. Jüterbog- Ost, Sperenberg or Schönefeld-Süd). As soon as legal planning confirmation is granted (c.p. box), which is expected in 2002, the Airport Tempelhof will be the first one to close as soon as constructions start, which is expected in 2003. Tegel will cease to operate when the runway of the new airport is opened.

However, the airlines which are based in Tempelhof are protesting against an early closure of this airport. They fear discrimination when relocating to Schönefeld and are convinced that the airlines which are based in Tegel will have an unfair advantage. Sabena Sales Director Bernhard Liscutin explains that, "Passengers will prefer the airport which is closer to town, i.e. Tegel, although its capacity is stretched to the limit". Together with the other Tempelhof airlines he is even of the opinion that "their" airport should be maintained to give Berlin a competitive edge. Certainly, its central position and the future location of the German Parliament or of embassies in close vicinity to Tempelhof should ensure that this airport, which is "so despised by politics", will still be needed after 2007. According to Liscutin this explains the appeal against the joint decision.

Dr. Wolfgang Weber of the Lufthansa AG, which is based in Tegel, sees this problem differently: "It is not necessary to close Tempelhof early. However, once expansion at Schönefeld is complete, the urban airports are superfluous". Otherwise there is no point in having a single airport. If Berlin wants to become an international hub, air traffic will have to be concentrated at one airport only, i.e. Schönefeld. Everything else is seen as "self interest of single airlines". If Tempelhof remained open, every airline would supposedly try to acquire slots there in order to stay competitive. Air traffic would disperse again, which in Weber's opinion would make Berlin's role as hub questionable.

Liscutin also concedes that Schönefeld would then suffer the loss of passengers. Tempelhof would, however, be restricted to regional air traffic because of limited runways.

According to Liscutin, Berlin is basically not in the position to be a hub, because it does not generate the necessary business travel. Berlin also lacks companies that are dependent on the stock market, like Stuttgart with Daimler-Chrysler or Munich with Siemens. Furthermore, the capital would never be the base of a banking centre in the way Frankfurt is. Liscutin is convinced that taking all this into account and considering the backing of a 1,000 member strong citizens' action group "to keep Tempelhof Airport", the joint decision will soon be overturned.

"I have heard about this scenario as well", says Reinhard Santner, former member of the Board of Directors and now on the Supervisory Board of the regional airline Eurowings, which is also based at Tempelhof. If the decision is overturned, it would be entirely in Eurowings' interest, since "we do not understand an early closure of Tempelhof", states Santner. "Tegel is unable to deal with all the air traffic, and we will not use Schönefeld, because the appropriate infrastructure is not in place there yet". Santner predicts an above average 1.5 million passengers alone for Tempelhof in the next three years. This is why the Senate has been asked by the Eurowings supervisory board to either expand Tegel in the meanwhile or keep Tempelhof open.

Like Liscutin, Santner sees Tempelhof's strength in regional air traffic and its central position, which allow short journeys to and from the airport. The citizens' action group for which Liscutin speaks, is supported by Eurowings. However, Santner finds it impossible to "predict what will happen after 2007, i.e. whether Tempelhof will remain open as a special airport or whether it will be able to fulfil a niche function once the BBI takes up operations".

Santner is convinced that Berlin needs an airport with international connections, which can operate around the clock and cope with a mixture of regional, long distance and European air traffic as is expected from a global hub. The Eurowings supervisory board is of the opinion that "Tegel cannot fulfil this task, and it will therefore have to be Schönefeld. One is more than happy to give the BBI a chance to develop into an international hub. Frankfurt and Munich's capacities are stretched to their limits, further expansion is difficult, delays are expected for some years. This is how the BBI can relieve the situation, and it can also be a geographically interesting alternative to Munich, Frankfurt and Berlin".

The supporters of the single airport are in no doubt that Berlin Brandenburg International will definitely develop into a "word hub". Future operators and the Project Planning Company are certain that the BBI will create an abundance of jobs, starting with the construction phase. Dr. Hans-Peter Keitel, Chairman at Hochtief, claims that "about 70 per cent of the work will be carried out by medium sized companies from that region. This secures 5,000 jobs for five years". Volker Kähne, head of the Berlin senate's office, is convinced that the "European Union will expand further and that Europe's geographical centre of gravity will move east. Only a bigger airport like the planned Airport Schönefeld will be able to cope with the increase in air traffic". According to conservative estimations by the Project Planning Company Schönefeld, Berlin can expect 20 million passengers in 2010 and a further increase of 50 per cent by 2030.

In order to handle these numbers of passengers the appropriate "Facilities" have to be in place. What will the BBI look like?

According to the Project Planning Company Schönefeld, the PPS, the entire investment needed is between five and eight billion Marks. The final amount depends on the exact form of expansion. A two step plan envisages an initial investment of DM 4.85 bn. A passenger terminal with three levels for departures, arrivals and technical area will be constructed on a gross floor space measuring 200.000 m2. A station will be built underneath the terminal. 38 buildings are planned for this first section, later on there will be more than 80.

The new giant airport will have two parallel, entirely independent runways. The existing northern runway will be lengthened from 3,000 to 3,600 meters. According to the Hochtief Airport GmbH the southern runway will be transferred, so that there is a distance of 1,900 meters between both runways. The southern runway, which is 2,700 meters long, will be lengthened to 4,000 meters.

Since the Single-Airport BBI is situated 22km from the Berlin City centre, good traffic links have to be created. Airport Expreß, metro and the regional traffic will stop at the subterranean station as part of the first expansion stage. As part of the second stage IC and ICE services will be integrated. According to the PPS a line will be kept free for a possible lengthening of the Transrapid. On the eastern side there will be a link to the lengthened and transferred A 113 (Berlin-Dresden) and to the west a link with the expanded B 96a.

As stated by the PPS the airport will be more lucrative because of its "Non-Aviation Area". Among other things office space will be let, there will be shopping arcades, restaurants and leisure facilities as well as multi-storey car parks, catering and freight companies.

The air freight business will be very important for Berlin Brandenburg International. Since there will be air traffic around the clock, the airport will be especially attractive for cargo companies - mainly as hub to the east (CIS).

That is not all. As one of the cornerstones to help re-finance this giant project, the operators want to push through the already mentioned passenger fee of DM16.80 per person. If one assumes an average growth in the number of passengers of three to five per cent, as predicted by the Project Planning Society Schönefeld estimates an additional DM 1 bn could be taken by 2007.

All the airlines concerned and Barig, (Board of Airline Representatives), have refused this, because it is in their eyes an unacceptable way of taking more money from the passengers. They intend to check the legality of this plan.

Berlin Brandenburg International is intended to unite the city, which was formerly divided. There may be unity, but there is no agreement.

From FLUG REVUE 6/99