Die Flughafengesellschaft FBB betreibt den Flughafen Berlin Brandenburg Willy Brandt (BER) mit seinen drei Terminals. Berlin ist der drittgrößte Flughafenstandort in Deutschland; gemessen an den ankommenden und abfliegenden Passagieren (ohne Umsteiger) sogar der größte. Die Flughäfen Schönefeld und Tegel fertigten im Jahr 2019, vor der Coronavirus-Pandemie, rund 35,65 Millionen Passagiere ab. Für das Jahr 2020 rechnet die Flughafengesellschaft mit insgesamt rund neun Millionen Passagieren.

The airport company Flughafen Berlin Brandenburg GmbH (FBB) operates Berlin Brandenburg Willy Brandt Airport (BER) with its three terminals. Berlin is the third biggest airport location in Germany and ranks first in terms of origin and destination traffic (not counting connecting passengers). In 2019, before the coronavirus pandemic, the airports in Schönefeld and Tegel handled around 35.65 million passengers. For 2020, the airport company expects a total of around nine million passengers.

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Annual Report 2011

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Annual Report 2011

→ 8 | Berlin

→ 8 | Berlin Brandenburg Airport → Annual Report 2011 All systems go Make one out of three: as of 03 June 2012, Berlin will have Europe’s most modern airport. By Gerd Appenzeller, publisher of the Tagesspiegel It truly is a crazy story. While the newspapers are full of reports about flight pattern protests in the southwest of Berlin, feelings of resignation and nostalgia are growing in the north of the city, although there is little to be read about them. At the new “Willy Brandt” Airport, 5000 construction workers and craftsmen from all trades are hard at work to finish Berlin’s new gateway to the world in time for its opening on 3 June, but in Reinickendorf District there is a feeling of growing dread about the evening of 2 June and the days, weeks and months that will follow – in short, the time when aircraft no longer take off or land at Tegel. There are fearful expectations of the loss and exodus of 30,000 jobs in the direction of Schoenefeld, but many here in this region have not understood that the new airport, in future the only one in the region Berlin-Brandenburg, is a growing job machine which could be the equivalent of an economic stimulus package. The Berliners have far too long ac- cepted a situation in which the capital city region of one of the world’s largest industrialised nations could be reached by air only by putting up with substantial inconvenience, not to mention the almost complete lack of international connections. Only those who often travelled around the globe noticed how musty, time-worn and overrun the Berlin airport worlds in Tegel, Tempelhof and Schoenefeld are or were, and this feeling of disquiet grew from year to year. That will now change in a flash. Before long, the region will be able to boast Berlin Brandenburg Airport – known as BER in the code of international civil aviation – as Europe’s most modern airport and one of the most beautiful facilities to be found anywhere in the world. It is no coincidence that the architects in the firm gmp oriented their work in a broad sense to the Bauhaus style and very closely to the Classic Modern of the New National Gallery designed by Mies van der Rohe. Meinhard von Gerkan and Volkwin Marg have integrated the structure into the Märkisch landscape and German architectural history. They have set this airport as a kind of keystone to a complete oeuvre of architectural creation which started with Tegel Airport – the first large commission for this firm, at that time just getting started – which made aviation history as an airport of short distances without significant checkpoints in an age free of terrorist threats. Tempelhof Airport has been closed since 2008. When Tegel and Schoenefeld Old stop operations, the capital city will in future have only one instead of three airports. The decision that this would happen and is now happening was anything but arbitrary. A decision by the Federal Administrative Court in March 2006 which cleared the way for the construction of the new airport simultaneously declared that Tempelhof and Tegel would have to be closed when the new airport was opened. The political decision-makers had no choice in the matter, and that has not changed. One of their arguments has always been that, while more people in the surroundings of the new airport would be subject to noise disturbance, the closure of Tegel and Tempelhof would more than compensate by putting an

end to noise disturbances from aircraft for far greater numbers of residents. The far-reaching effects arising from the geographical location of an airport and the mentality of the people using it have been clearly demonstrated by the completely contrary developments of Tegel and Schoenefeld in the last ten or twenty years. All of the attempts following the reunification to persuade the large airlines to relocate their operations from Tegel to Schoenefeld ended in failure. The West Berliners were not the only ones who loved the proximity of Tegel to the city. The interior design at Schoenefeld, marked as it was by socialist ideals, and the shabbiness of the facility itself was just as repellent to the Berliners as it was to passengers from other countries in Western Europe. It was only when the no-frills airlines focused their attention on the airport in the southern part of the city that the location began to boom beyond anyone’s wildest expectations. After the worldwide collapse of air travel subsequent to the terrorist attacks in New York and Washington on 11 September 2001, the three Berlin airports experienced an upswing such as had never before been seen in Germany in the ten years between 2002 and 2011. The number of passengers doubled between 2002, when 12.1 million people travelled to and from Berlin, and 2011, when more than 24 million passengers walked through the gates. Tegel alone handled twice as many people last year as the airport planners calculated to be the upper limit to capacity 40 years ago. As early as 2005, 45 per cent of all of the plane passengers flew in on low-cost carriers, making an enormous contribution to the growth of tourism in this city. This segment, which will be served above all by the company easyJet, will have its own wing for handling passengers at the new airport. But Lufthansa and airberlin have also announced a significant increase in Berlin traffic. These airlines are major carriers for the lucrative business travel. In addition, airport operators hope there will be an increase in the share of transit and long-distance passengers from June. The managers have above all the Frankfurt routes in Annual Report 2011 � Berlin Brandenburg Airport | 9 � mind. Two-thirds of the 1.794 million passengers most recently headed that way used Frankfurt as a transit point for long-distance destinations. But this means that every day 3200 passengers could fly directly from Berlin to places all over the globe – if these direct flights existed. So there is tremendous potential for development. This potential can be mined in another direction as well – to the east, namely. Berlin will become the number one airport for western Poland. Berlin Brandenburg Airport is significantly closer for travellers from Wroclaw or Szczecin than Warsaw Airport, prompting the decision by the railway company to offer direct connections between BER and these cities from June on. What happens next? When the final expansion stage has been completed, as many as 45 million passengers a year can be handled by the new airport. So there is still plenty of room for development between the 24 million passengers in 2011 and the new upper threshold....

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