Description of the situation of the Berlin airport
The Tempelhof airport is conveniently placed as regards transport facilities and offers a high intermodality with the various transportation services. The integration in an efficient road and rail traffic net in the middle of the main growing business center and capital of the Federal Republic of Germany ensures an unsurpassable accessibility. The location ensures a substantial competition benefit to the city of Berlin in the long term and in relation to other economic centers of Europe.
2. Description of the arrangements
All necessary ground and air traffic installations needed for a smooth conduction for regular national and international flights are available and fully functional.
3. Consumer acceptance and environmental compatibility
The Tempelhof airport is accepted and approved of by the predominant majority of adjacant residents and citizens of Berlin for decades like no other airport in Europe. The population`s agreement for the airport`s preservation was repeatedly shown in the polls (up to 75% agreement).
Regularly held tests prove emission values to be low, and even a public opinion poll held in 1996 by the Technical University of Berlin shows that 90% of the population near Tempelhof airport (5km east and west of the main runway) feel neither disturbed nor troubled.
Most of the air traffic in Tempelhof (regional airlines and business traffic) is restricted by the "night flying prohibition" to be conducted only between 06:00 am and 22:00 pm. Night flying prohibition from 22:00 pm to 06:00 am does not represent any handicap for the users of the airport.
The repeatedly mentioned dangers of an aircraft crash during takeoff and landing are not certified under any circumstances.
744,966 takeoffs and landings were conducted on Tempelhof airport in the years from 1992 to 2006. In the same period there was only one aircraft accident during the approach on Tempelhof, with a privately used light airplane. In the same period 1992 to 2006 the German airports registered 26,116,086 takeoffs and landings. The official documents of the Federal Agency for flight accidents (BFU) impose only four accidents for this period during the landing or take-off to a German airport. All these aircraft accidents concerned private flights.
In the same period 1992 to 2006 the German airports registered 26,116,086 takeoffs and landings. The official documents of the Federal Agency for flight accident test BFU impose only four accidents for this period with the landing or take-off to a German airport – indeed Tempelhof 24.05.2001, Hamburg 06.04.1998, Nuernberg 29.11.1998, Friedrichshafen 24.05.1999. With all these aircraft accidents concerned it private flights.
Airplanes in the regular transport service or business traffic were involved in no case.
A scientific test for the Frankfurt-Rhein-Main airport´s "noise comission" from the year 1996 comes to the result: pollutant emissions at the airport Frankfurt-Rhein-Main by the air traffic are not significant with health-endangering concentrations. (Source: Jubiläumsheft "25 Jahre Kommission zur Abwehr des Fluglärms, Flughafen Frankfurt-Main")
Result: The traffic volume at the airport Tempelhof represents neither an annoyance of the adjacent residents by airplane noise, nor increased danger by aircraft crash, nor damage through outgoing pollutant emission.
4. Planning justification for BBI
"The expansion of Schönefeld airport in regards of prognosticated traffic development and regarding the desired replacement of the airports Tegel and Tempelhof is reasonably required and justified. All three criteria (traffic prognosis, environmental impact, safety risk) – every single one of it – are suitable for the jurisdiction of the Federal Administrative Court to justify the new development of an airport.
Federal Administrative Court judgement points 185 to 187 of 03.16.2006.
5. Traffic prognosis
The traffic prognosis used for the planning is based on passenger and flight numbers up to the year 1996 at all three airports in Berlin (TXL, THF, SXF). The forecast for the year 2007 obtained 17 million passengers, for the year 2023 it will be 30 million passengers.
6. Traffic development
The actual traffic development of the three Berlin airports in the year 2006 already exceeded the prognosticated data for the year 2007:
Flight movements: 250,502 ; Aircraft passengers: 18.506.506.
This development continued in 2007:
Flight movements: 253,087 Aircraft passengers: 20,039,113
Also in the first two months of the year 2008 the numbers were clearly rising:
Flight movements: 39,023 Aircraft passengers: 2,930,156 (Jan-Feb 2008)
Flight movements: 36,040 Aircraft passengers: 2,578,626 (Jan-Feb 2007)
That is an increase of 8,27% of flight movements and a 13,63% increase of passenger numbers in the comparison to the period last year.
Source: Traffic statistics of Berlins airports
The traffic data forecast for the airfield BBI in the opening year (20 millions passengers und 230.000 flight movements) were already achieved to the end of 2007. If this development, how in the past years it continues means itself that that with a subordinated growth rate of only 7.5% in the opening year the actual traffic volume those the plan justification underlying traffic data for BBI both in the number of the aircraft passengers and flight movements are substantially exceeded annually, already.
Based on this we can expect 26,76 millions of passengers and 337,989 landings in 2011.
THESE ARE 6,760,000 MORE PASSENGERS AND 107,989 MORE LANDINGS than planned for the year of the opening of BBI.
7. Capacity demand
Crucial effect on the development of an airport is the satisfaction of the demand in those times of day with the highest density of traffic (peak traffic hours).
On the basis of the now prognosticated traffic movements in the opening year of BBI we estimate (based on the so-called "Horonjeff-factor") an increase of flights from 92 to 96 flights per hour.
The planned construction system of BBI only permits maximally 84 flight movements in the hour.
Everyone can assume that in the subsequent years the capacity demand goes far beyond capacity in the rush hours.
It is urgently required to aim for solutions to exonerate the runway system of BBI. The backup for financing the project BBI requires however a careful, economically innocuous solution. The building of a third runway in BBI is to be regarded as completely impossible. Building of a supplementation airport would be connected with substantial financial expenses, which would harmfully affect the economy of the enterprise of BBI.
The further unlimited use of the airport Tegel is ruled out, since on this airport generally all flight-operation could be conducted same as in BBI. On the other hand Tempelhof airport offers a reduced efficiency regarding take-off weight and range of the airplanes, due to the shorter runways.
The proportion of airplanes with a take-off weight up to 50tons or with max. 100 passengers on Berlin airports is about 30%. The airport Tempelhof is in the best way suitable for this size of airplanes.
For the exoneration and supplementation of BBI and in order to guarantee a lasting economic development of this airport it is urgently required, to preserve the Tempelhof airport (for planes with an upper limit of 50tons and/or 100 seats - ICAT proposal). Such a solution is acceptable also from economical criteria. Even if the proportion of these airplanes is about 30% from the total, the proportion of the payment incomes from this traffic segment amounts 10% to max 15%.
The capacity demand of this traffic segment essentially appears in the peak traffic hours particularly in the medium range traffic sector. I.e. an exoneration of runway capacities in BBI by the further use of the Tempelhof airport (with the proposed delimitation) represents an economically meaningful and necessary supplementation of the airport BBI.
10. Meaningful side effects
The further use of Tempelhof airport in the traffic segment proposed by us secures the reliable basis of an economical business of the BBI airport. Thus the further use for the business traffic is operationally and economically ensured in the context of general aviation. The entire air traffic in Tempelhof can be conducted economically.
Further use of the Tempelhof airport as demanded by the ICAT is the condition for a meaningful and durable economic use of the entire complex (buildings and facilities). Using the potential and creation of value, which are possible here will prove vital, not only for the airport operator but also for the city of Berlin.
President of the ICAT (Sep. 11 2007)