Berlin Tegel Airport
Berlin Tegel "Otto Lilienthal" Airport Flughafen Berlin-Tegel „Otto Lilienthal“ | |||||||||||||||
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AMSL 122 ft / 37 m | | ||||||||||||||
Coordinates | 52°33′35″N 013°17′16″E / 52.55972°N 13.28778°E | ||||||||||||||
Website | berlin-airport.de | ||||||||||||||
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Runways | |||||||||||||||
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Statistics (2019) | |||||||||||||||
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Sources: Passenger Traffic, ACI Europe EUROCONTROL[5] |
Berlin Tegel "Otto Lilienthal" Airport (German: Flughafen Berlin-Tegel „Otto Lilienthal“) (
TXL saw its last flight on 8 November 2020[2] after all traffic had been transferred gradually to the new Berlin Brandenburg Airport until that date.[8][9] It was legally decommissioned as an airfield after a mandatory transitional period on 4 May 2021.[1] All government flights were also relocated to the new airport with the exception of helicopter operations which will stay at a separate area on the northern side of Tegel Airport until 2029.[10]
The airport's grounds are due to be redeveloped into a new city quarter dedicated to scientific and industrial research named Urban Tech Republic which is to retain the airport's main building and tower as a repurposed landmark.[11]
History
The beginnings
The area of today's airport originally was part of the
Soon after the outbreak of World War I, on 20 August 1914, the area was dedicated to military training of aerial reconnaissance crews. Following the war, all aviation industry was removed as a consequence of the Treaty of Versailles, which prohibited Germany from having any armed aircraft. On 27 September 1930, Rudolf Nebel launched an experimental rocket testing and research facility on the site. It became known as Raketenschießplatz Tegel and attracted a small group of eminent aerospace engineers, which included German rocket pioneer Wernher von Braun. In 1937, the rocket pioneers left Tegel in favour of the secret Peenemünde army research centre.[13]
During World War II, the area served once again as a military training area, mostly for Flak troops. It was destroyed in Allied air raids.[14]
Cold War era (1948–1990)
Berlin Airlift
Plans for converting the area into
British
Base aérienne 165 Berlin Tegel
Following the end of the Berlin Airlift in May 1949, Tegel became the Berlin base of the
Commercial operations
In the late 1950s, the runways at
Initially, all commercial flights used the original terminal building (a pre-fabricated shed), which was situated to the North of the runway, at what is today the military part of the airport.[19]
In 1988, Berlin Tegel was named after German
Air France
Air France was the first airline to commence regular commercial operations at Tegel on 2 January 1960.[20][21]
On that day, Air France, which had served
Following the move to Tegel, Air France initially used Lockheed Super Constellation piston equipment on all Berlin flights. On 24 February 1960, Air France became the first airline to introduce jet aircraft on its Berlin routes when the new Caravelles began replacing the Super Constellations. It also became the first and at the time the only one to offer two classes[nb 3] on short-haul flights serving West Berlin.[20][27][28]
Following the mid- to late 1960s' introduction by
From 1 November 1972, the daily Air France service between Orly and Tegel routed via Cologne in both directions to maintain the airline's internal German traffic rights from/to Berlin.[22][33][34][35]
On 1 April 1973, Air France re-introduced a daily non-stop Orly–Tegel rotation to complement the daily service via Cologne. The additional daily service consisted of an evening inbound and early morning outbound flight, which included a night stop for both aircraft and crew in Berlin.[38] To improve capacity utilisation on its Berlin services and cut down on aircraft parking as well as crew accommodation costs, from 1 April 1974, Air France routed both of its daily Orly–Tegel services via Cologne, with aircraft and crew returning to their base at Paris Orly the same day. From 1 November that year, Air France's Berlin flights switched to the French capital's then new Charles de Gaulle (CDG) Airport.[39][40]
The arrival at Berlin Tegel of an Air France Aérospatiale-BAC Concorde on 17 January 1976 marked the Berlin debut of the Anglo-French supersonic airliner. Two-and-a-half months later, at the start of the 1976 summer timetable, Air France introduced a third daily CDG–Tegel frequency. The new night-stopping service routed via Düsseldorf and utilised the Boeing 727-200, a bigger aircraft than the Caravelles used on the company's other services from/to Berlin.[27][41]
Air France subsequently routed all of its CDG–Tegel flights via Düsseldorf and standardised the aircraft equipment on the 727-200/200 Adv.[42] The 727-200/200 Adv continued to operate most of Air France's Berlin services until the end of the 1980s, when they were gradually replaced with state-of-the-art Airbus A320s and more modern Boeing 737s.[27][43] Indeed, the first ever A320 commercial service was a flight between Paris and Berlin Tegel via Düsseldorf, on 8 April 1988.
Pan American World Airways
Pan Am followed Air France into Tegel in May 1964, with a year-round, thrice-weekly direct service to New York JFK, which was operated with Boeing 707s or Douglas DC-8s. These aircraft could not operate from Tempelhof – the airline's West Berlin base at the time – with a viable payload.[44][45] Launched with DC-8 equipment routing through Glasgow Prestwick in Scotland,[45][46][47][48][49] frequency subsequently increased to four flights a week, while the intermediate stop was cut out.[50] Following the introduction in April 1971 of a daily Berlin Tempelhof–Hamburg Fuhlsbüttel–London–Heathrow 727 feeder flight that connected with the airline's transatlantic services at the latter airport,[51] Pan Am withdrew its non-stop Tegel–JFK service at the end of the summer timetable, in October of that year.[52]
Following the cessation of direct Tegel–New York City scheduled services, Pan Am continued to operate affinity group/Advance Booking Charter (ABC) flights from Tegel to the US on an ad hoc basis.[53][54][55]
From the start of the 1974–75 winter season, Pan Am began operating a series of short- and medium-haul week-end charter flights from Tegel under contract to a leading West German tour operator. These flights served popular resorts in the Alpine region and the Mediterranean. Following a major reduction in the airline's scheduled activities at Tempelhof as a result of co-ordinating its flight times with British Airways (rather than operating competitive schedules), this helped increase utilisation of the 727s based at that airport, especially on weekends.[40][56][57]
In addition to operating a limited number of commercial flights from Tegel prior to its move from Tempelhof on 1 September 1975, Pan Am used it as a diversion airfield.[58][59] The move from Tempelhof to Tegel resulted in all of Pan Am's Berlin operations being concentrated at the latter.[60]
1976 was the first year since 1972 the steady decline in scheduled domestic air traffic from and to West Berlin was arrested and reversed. The first expansion in Pan Am's Berlin operation since the move to Tegel occurred during that year's Easter festival period, when the airline temporarily stationed a Boeing 707-320B at the airport to cope with the seasonal rush on the prime Berlin–Frankfurt route.[22][35][37][41][61]
From late 1979, Pan Am began updating its Berlin fleet. This entailed phasing out all 727-100s by 1983. The first stage involved replacing two of the 13 German-based aircraft with a pair of stretched Boeing 727-200s originally destined for Ozark Air Lines to add more capacity to Berlin–Frankfurt.[62][63] This was followed by an order for eight additional 727-200s, with deliveries slated to begin in October 1981.[64] After initially cancelling the order due to the airline's deteriorating finances and economic environment, it was subsequently reinstated, with deliveries due to commence in December 1981.[65][66]
In the interim, a number of Boeing 737-200/200 Adv were leased from 1982.[67][68][69][70][71]
The largest-ever expansion of Pan Am's scheduled internal German services occurred during summer 1984, when the airline's aircraft movements at Tegel increased by 20%. This coincided with the relocation of the US carrier's German and Central European headquarters from Frankfurt to Berlin on 1 May 1984.[72]
Pan Am began introducing wide-body aircraft on its Berlin routes in the mid-1980s. Up to four Airbus A300s replaced 727-200s on Berlin–Frankfurt. The A300s were subsequently replaced with Airbus A310s. The longer-range A310-300s that joined Pan Am's fleet from 1987 enabled reintroduction of non-stop, daily Tegel–JFK scheduled services.[73][74][75][76][77]
Pan Am Express, the regional commuter arm of Pan Am, began operating from Berlin Tegel in November 1987 with two ATR 42 commuter turboprops. It operated year-round scheduled services to secondary and tertiary destinations that could not be viably served with Pan Am's Tegel-based "mainline" fleet of Boeing 727-200s and Airbus A310s. These included Basel, Bremen, Dortmund, Hanover, Innsbruck, Kassel, Kiel, Milan, Salzburg, Stockholm and Vienna. In addition, Pan Am Express also helped Pan Am increase the number of flights on some of the other scheduled routes it used to serve from Berlin such as Tegel–Zürich by operating additional off-peak frequencies.[78]
British Airways
British Airways was the last of West Berlin's three main scheduled carriers to commence regular operations from Tegel following the move from Tempelhof on 1 September 1975. However, like Pan Am, it and its predecessor BEA had used the airport as a diversion airfield before.[58][59][79] Initially, all British Airways services from Tegel—with the exception of the daily non-stop service to London Heathrow—continued to be operated by BAC One-Eleven 500s. The daily London–Heathrow non-stop was operated with Hawker Siddeley Trident 2E/3B equipment based at that airport until the end of the 1975 summer season.[79] (It subsequently reverted to a One-Eleven 500 operation.[80])
From 1983, British Airways began updating its Berlin fleet. This entailed phasing out the ageing One-Elevens, which were replaced with new Boeing 737-200 Adv.
Other operators
From 1966 until 1968, UK independent
From April 1968, all non-scheduled services, i.e. primarily the rapidly growing number of IT holiday flights that several UK independent[nb 4] airlines as well as a number of US supplemental carriers[nb 5] had mainly operated from Tempelhof since the early 1960s under contract to West Berlin's leading package tour operators, were concentrated at Tegel. This traffic redistribution between West Berlin's two commercial airports was intended to alleviate Tempelhof's increasing congestion and to make better use of Tegel, which was underutilised at the time.[19]
During that period, the Allied
A new passenger handling facility exclusively dedicated to charter airline passengers was opened to accommodate the additional traffic.[19] Both this facility (a wooden shed) and the original terminal used by Air France's and Pan Am's scheduled passengers were located on the airport's north side.[19]
Following the transfer of all charter traffic to Tegel, British Eagle, Dan-Air Services, Invicta International Airlines, Laker Airways and Modern Air Transport began stationing several of their jets at the airport.[19][89][90]
While British Eagle's and Invicta's presence at Tegel lasted only for the 1968 summer season, Dan-Air, Laker Airways, and Modern Air were present at the airport for a number of years.[19][89][90]
In March 1971, Channel Airways began stationing aircraft at Tegel as well; however, its presence at the airport lasted only until the end of that year's summer season.[91][92]
Channel Airways's collapse in early 1972 provided the impetus for Dan-Air to take over the failed carrier's charter contracts and to expand its own operations at Tegel.[93]
Dan-Air, one of Britain's foremost wholly private, independent airlines during the 1970s and 80s, eventually became the third-biggest operator at Tegel Airport, ahead of Air France. In addition to firmly establishing itself as the airport's and West Berlin's leading charter airline, it also operated scheduled services linking Tegel with
Modern Air's departure in October 1974 coincided with Aeroamerica's arrival.[55][96] That carrier's departure following the end of the 1979 summer season was followed by Air Berlin USA's arrival.[97]
Laker Airways's decision to replace its Tegel-based BAC One-Eleven fleet with one of its newly acquired Airbus A300 B4 widebodies from the 1981 summer season resulted in Monarch Airlines taking over that airline's long-standing charter contract with Flug-Union Berlin, one of West Berlin's leading contemporary tour operators.[98][99][100]
In the late 1980s, Monarch Airlines provided the aircraft as well as the flightdeck crew and maintenance support for
The following airlines operated regular services to/from Tegel Airport during the Cold War era as well:
- Court Line Aviation was a major British independent airline of the early 1970s that served Berlin Tegel with a series of regular charter flights from its base at London–Luton and Paris Le Bourget Airport between 1970 and 1974 under contract to the students travel company of Berlin's Technical University.[39]
- Touraine Air Transport was a French regional airline serving Berlin Tegel from Saarbrücken several times a day on a year-round basis from late 1978 until early 1984.[103]
- Berlin European UK was a Berlin-based UK regional airline founded in 1986 as Berlin Regional UK by a former British Airways general manager for that airline's Berlin operation to begin domestic and international regional scheduled services to destinations not served by any of West Berlin's contemporary scheduled operators from April 1987, utilising BAe Jetstream commuter turboprop planes.[78][104][105]
In addition to the aforementioned airlines, a host of others – mainly British independents and US supplementals – were frequent visitors to Berlin Tegel, especially during the early 1970s. These included
Tegel's new terminal takes shape
Construction of a new, hexagonally shaped terminal complex on the airport's south side began during the 1960s. This coincided with the lengthening of the runways to permit fully laden widebodied aircraft to take off and land without restricting their range and construction of a motorway and access road linking the new terminal to the city centre.[110][111] It became operational on 1 November 1974.
A British Airways L-1011 Tristar 1,
Tegel becomes West Berlin's main airport
Following Pan Am's and British Airways's move from Tempelhof to Tegel on 1 September 1975, the latter replaced Tempelhof as the main airport of West Berlin.[60]
Early post-reunification era (1990–1995)
Following Germany's reunification on 3 October 1990, all access restrictions to the former West Berlin airports were lifted.[116]
Lufthansa resumed flights to Berlin on 28 October 1990, initially operating twelve daily pairs of flights on a limited number of routes, including Tegel–Cologne, Tegel–Frankfurt and Tegel–London Gatwick.
As a US-registered airline, Air Berlin found itself in the same situation as Pan Am following German reunification. It chose to reconstitute itself as a German company.
These were the days when liberalisation of the EU/EEA internal air transport market was still in progress and when domestic traffic rights were reserved for each member country's own airlines. The German government therefore insisted that all non-German EU/EEA carriers either withdraw their internal German scheduled services from Berlin or transfer them to majority German-owned subsidiaries by the end of 1992.[86] It also wanted the bulk of all charter flights from Berlin to be operated by German airlines. These measures were squarely aimed at UK carriers with a major presence in the internal German air transport market from Berlin as well as the city's charter market, specifically British Airways and Dan-Air. Lufthansa and other German airlines reportedly lobbied their government to curtail British Airways's and Dan-Air's activities in Berlin, arguing that German airlines enjoyed no equivalent rights in the UK.[86] This resulted in British Airways taking a 49% stake in Friedrichshafen-based German regional airline Delta Air, renaming it Deutsche BA (DBA) and transferring its internal German traffic rights to the new airline.[118] BA also replaced the commuter aircraft DBA had inherited from Delta Air with new Boeing 737-300s.[119] These in turn replaced the Boeing 737-200 Adv and BAe ATP airliners British Airways had used on its internal German scheduled services from Berlin.[86]
At the time of German reunification, Dan-Air's Berlin fleet numbered five aircraft, comprising three Boeing 737s (one
Other airlines that commenced/resumed scheduled operations from Berlin Tegel at the beginning of the post-reunification era included Aero Lloyd, Alitalia, American Airlines, Austrian Airlines, SAS Eurolink, Swissair, TWA and United Airlines.[128][129]
Aero Lloyd,
1995 onwards
The events of the early post-reunification years (1990–1995) were followed by further, high-profile international route launches and growing consolidation among German airlines with a major presence at Tegel.
Amongst the former were the December 2005 launch of Tegel Airport's first-ever scheduled service to the Qatari capital Doha by Qatar Airways, operated non-stop at an initial frequency of four flights a week, and Air Berlin's November 2010 launch of non-stop, thrice-weekly Tegel–Dubai flights (another first). This was followed by the latter's May 2011 launch of a non-stop, four-times-a-week Tegel–JFK service.[130][131][132][133][134]
The latter began with British Airways mid-2003 sale for a symbolic €1 (72p) of its German subsidiary DBA to Intro Verwaltungsgesellschaft, a Nuremberg-based consultancy and investment company headed by German entrepreneur Hans Rudolf Wöhrl who founded German charter airline Eurowings and also was a former DBA board member.[135][136] Further consolidation among Tegel's German airlines took place when Air Berlin entered into an agreement to assume Germania's management shortly before the death of that airline's founder, took over DBA and gained control of LTU. These events occurred in November 2005, August 2006 and March 2007, respectively.[137][138][139]
On 9 October 2017, Air Berlin announced termination of all of its own operations, excluding wetleases, by the end of the month[140] leading to the loss of the airport's largest customer. On 28 October 2017, easyJet announced it would take over some of bankrupt Air Berlin's former assets at Tegel Airport to gradually start its own base operations there on 7 January 2018. Previously, it only served Berlin Schönefeld Airport, which is already an easyJet base.[141][7]
As a consequence of the COVID-19 pandemic in Germany, passenger numbers at Tegel declined significantly.[142] On 29 April 2020, airport management announced plans to close Tegel temporarily from 1 June 2020.[143] However, shortly after this plan was cancelled with the airport remaining operational until early November 2020.[8]
Closure and legacy of Tegel Airport
On 1 October 2020, the new airport received final approval for opening on 31 October 2020, meaning a closure of Tegel shortly after.
Due to legal and safety reasons, Tegel had been held operational for air traffic for another six months without handling any scheduled services before being decommissioned as an aviation facility.[146] The separate minor military area on the northern side of Tegel (Tegel Nord) will still be used for governmental helicopter flights until 2029.[147]
The airport was decommissioned on 4 May 2021.[1] At the same time, the first facilities, including interim terminal C2 and baggage halls have been already torn down while the main terminal, which will be kept, had been emptied of most facilities.[148]
The airport terminal building was used as a
Future development
The airport was scheduled to close in June 2012 after Berlin Brandenburg Airport (BER) opened. Due to the delays with BER, the future of Tegel had long remained uncertain.[151][152]
A campaign was launched to keep Tegel Airport open, which gathered signatures for a referendum for voters to decide on the future of the airport.[153] In September 2017, a public quorum was held parallel to the German federal election to decide whether Tegel Airport should remain open once Berlin Brandenburg Airport starts its operations. The majority of voters voted in favour of Tegel remaining open;[154] however, the federal authorities and the state of Brandenburg, which together hold a majority against Berlin over the airport's ownership, overrode the vote shortly afterwards, leading to the shutdown of Tegel.[155]
Terminals
Tegel consisted of five terminals. As the airport was small compared to other major airports handling the same number of passengers, these terminals might be regarded as "halls" or "boarding areas"; nevertheless, they are officially referred to as "terminals", even if most of them shared the same building.
Tegel Airport was originally planned to have a second hexagonal terminal like the main building right next to it.[156] The second terminal ring was never built because of Berlin municipal budgetary constraints and the post-reunification decision to replace the former West Berlin airports with the new Berlin Brandenburg Airport.
Terminals A and B
The main building was the original part of the airport. It consisted of two parts:
- Terminal A was a hexagon-shaped ring concourse with a parking area, taxi stands and bus stops in its middle. It featured 14 Airbus A330-300 on two positions but with only one jet bridge attached to each. The short distance from street to aircraft also put the airport at a disadvantage regarding its extra income as shops and restaurants were restricted to few and small spaces. The last flight from the airport, Air France flight AF1235, operated by an Airbus A320(F-GKXP), departed from Terminal A, and its parking location is marked by a short gate centreline with a plaque-like sign beneath it: 08.11.2020 letzter Flug AF1235 TXL-CDG AIR FRANCE.
- Terminal B (also called "Nebel-Hall" after German spaceflight pioneer Boeing 777-300ER – operated into Tegel by Qatar Airways – and Boeing 747-400, which were not regular visitors.
Terminal C
Terminal C was opened in May 2007 as a temporary solution because all other terminals were operating at their maximum capacity. It was largely used by
Terminal D
Terminal D was opened in 2001 and is a converted car park. It featured 22 check-in counters (D70–D91), with one bus-boarding gate and two walk-boarding gates. Most passengers of airlines operating smaller aircraft (like
Former airlines and destinations
Tegel was the primary airport of Berlin and therefore saw flights by most major European airlines including British Airways and Air France to many large European cities as well as frequent services to leisure routes mainly around the Mediterranean. After the demise of Air Berlin, which maintained a hub here, Tegel served as a base for easyJet and Ryanair — which both also operated out of Berlin Schönefeld Airport — alongside Eurowings. German flag carrier Lufthansa however only maintained two routes to connect their hubs in Frankfurt and Munich with several flights per day. Despite the size and importance of Berlin as one of Europe's largest capital cities, Tegel handled only eight long-haul routes prior to the COVID-19 pandemic,[159] several of them seasonal — most notably by Qatar Airways to Doha, United Airlines to Newark and Scoot to Singapore.[160]
Statistics
Annual passenger traffic
Graphs are unavailable due to technical issues. There is more info on Phabricator and on MediaWiki.org. |
year | passengers | % change |
---|---|---|
2000 | 10,343,697 | |
2001 | 9,909,453 | −4.2% |
2002 | 9,879,888 | −0.3% |
2003 | 11,104,106 | 12.4% |
2004 | 11,047,954 | −0.1% |
2005 | 11,532,302 | 4.3% |
2006 | 11,812,623 | 2.4% |
2007 | 13,357,741 | 13% |
2008 | 14,486,610 | 8.4% |
2009 | 14,180,237 | −2% |
2010 | 15,025,600 | 6% |
2011 | 16,919,820 | 12.6% |
2012 | 18,164,203 | 7.3% |
2013 | 19,591,838 | 8% |
2014 | 20,688,016 | 5.6% |
2015 | 21,005,215 | 1.5% |
2016 | 21,253,959 | 1.1% |
2017 | 20,455,278 | −3.7% |
2018 | 22,000,430 | 7.5% |
2019 | 24,227,570 | 10.1% |
2020 | 9,097,788 | -74.48%[162] |
Busiest routes
rank | destination | all passengers | operating airlines |
---|---|---|---|
1 | Munich | 1,972,901 | easyJet, Lufthansa |
2 | Frankfurt | 1,956,370 | easyJet, Lufthansa |
3 | Cologne/Bonn
|
1,232,847 | easyJet, Eurowings |
4 | Düsseldorf | 1,144,793 | easyJet, Eurowings |
5 | Stuttgart | 1,037,326 | easyJet, Eurowings |
rank | destination | all passengers | operating airlines |
---|---|---|---|
1 | Zürich
|
980,950 | easyJet, Swiss |
2 | Paris-Charles de Gaulle | 867,378 | easyJet, Joon |
3 | London-Heathrow | 774,372 | British Airways, Eurowings |
4 | Vienna
|
714,409 | Austrian, easyJet |
5 | Amsterdam | 590,625 | KLM |
rank | destination airport | passengers 2019 |
% change | passengers 2018 |
departures 2019 |
% change | departures 2018 |
---|---|---|---|---|---|---|---|
1 | Zürich | 587,865 | 19.83% | 490,600 | 5,261 | 42.69% | 3.687 |
2 | Vienna | 461,391 | 30.09% | 354,673 | 4,312 | 51.4% | 2.848 |
3 | Paris–Charles de Gaulle | 420,056 | –1.78% | 427,669 | 2,782 | –4.69% | 2.919 |
4 | Palma de Mallorca | 407,039 | 74.18% | 233,688 | 2,848 | 79.8% | 1.584 |
5 | London–Heathrow | 401,583 | 4.48% | 384,370 | 3,340 | 2.42% | 3.261 |
6 | Amsterdam | 326,970 | 11.08% | 294,354 | 2,388 | 11.75% | 2.137 |
7 | Istanbul | 274,000 | 5.56% | 259,565 | 1,579 | –5.22% | 1.666 |
8 | Helsinki-Vantaa |
233,391 | –5.41% | 246,730 | 1,819 | –5.36% | 1.922 |
9 | Madrid |
173,562 | 53.38% | 113,161 | 1,163 | 49.1% | 780 |
10 | Copenhagen | 170,673 | –8.83% | 187,210 | 1,498 | –2.73% | 1.540 |
11 | Brussels | 165,961 | 4.11% | 159,412 | 1,481 | –4.14% | 1.545 |
12 | Paris–Orly | 160,250 | 781.12% | 18,187 | 1,038 | 565.38% | 156 |
13 | Rome–Fiumicino |
149,880 | 8.95% | 137,567 | 1,080 | 7.57% | 1.004 |
14 | Stockholm–Arlanda | 141,711 | –31.63% | 207,278 | 1,133 | –31.21% | 1.647 |
15 | Antalya | 120,783 | 21.6% | 99,330 | 764 | 20.13% | 636 |
16 | London–Gatwick | 86,077 | new route | 0 | 591 | new route | 0 |
17 | Barcelona |
83,355 | –7.77% | 90,379 | 530 | –11.22% | 597 |
18 | Dublin | 81,685 | 10.93% | 73,634 | 611 | 4.98% | 582 |
19 | Lisbon | 81,558 | 12.72% | 72,357 | 614 | 10.43% | 556 |
20 | Milan–Malpensa | 74,234 | new route | 0 | 488 | new route | 0 |
These statistics include departures only. |
Ground transportation
Tegel Airport did not have a direct rail connection, but was served by several bus routes and motorways. An underground station directly serving Tegel Airport had been planned since the 1960s, but was never built. Note that the
Car
The airport has a direct connection to motorway A111 (Exit Flughafen Tegel) which further links it to motorways A10, A110 and A115 (via A110) reaching out in all directions.[165] Taxis and car hire were available at the airport.
Bus
The airport was linked by several BVG bus lines, which offered connection to the U-Bahn and S-Bahn, as well as to Regional Express trains and long-distance trains:[166]
- The TXL express bus ran to Beusselstraße S-Bahn station, Berlin Central station(within 20 minutes), with frequent departures between 7 am and 10 pm.
- The X9 express bus ran to Zoologischer Garten U-Bahn/S-Bahn/Regional Express station(within 20 minutes).
- The 109 bus ran to Zoologischer Garten U-Bahn/S-Bahn/Regional Express station (within 30 minutes) (runs via Kurfürstendamm).
- The 128 bus ran to Osloer Straße U-Bahn station(within 25 minutes).
Tegel Airport was in the Verkehrsverbund Berlin-Brandenburg's Berlin B fare zone, with no additional fare for BVG services to and from the airport.
Incidents and accidents
There are no recorded fatal accidents involving commercial airline operations at Berlin Tegel itself. However, two commercial flights, one of which was due to arrive at Tegel Airport and the other of which had departed the airport, were involved in fatal accidents. These accidents are listed below:
- On 15 November 1966, Clipper München, a Pan Am
The following notable, non-fatal incidents involving airline operations occurred at Tegel. These include commercial flights that were about to depart or had actually departed/arrived as well as unscheduled stopovers:
- Between 1969 and 1982, Berlin Tegel was the destination of several
- Upon completing the repair and run-up of the faulty engine that had caused a rejected takeoff due to an engine oil warning at Berlin Tegel during the late 1980s, a Dan-Air Boeing 727-200 Adv collided with a jetway at the airport's terminal building while maintenance engineers taxied the aircraft back to its stand. This badly injured the ground crew member manning the jetway and ruptured the fully refuelled aircraft's centre wing tank at the left wing root. As a result, a large quantity of jet fuel spilled onto the tarmac. The maintenance engineers' failure to pressurise the aircraft's hydraulics had resulted in a complete loss of hydraulic pressure just before reaching the stand, making it impossible to steer the aircraft and rendering the brakes ineffective.[172]
- On 7 January 1997, Bosnian male carrying a knife (which was small enough to be allowed on board under then valid safety regulations). The pilots were forced to return to Berlin, where the perpetrator was overpowered by German police forces.[173]
- On 6 November 1997, an Air France Boeing 737-500 skidded off the runway while landing at Berlin Tegel due to a suspected brake defect. There were no injuries.[174]
There were also two Cold war era incidents relating to an American and a British airliner that had departed Tegel on international non-scheduled passenger services. Both of these occurred in Bulgarian airspace. The former was a charter flight carrying German holidaymakers to the
- On 28 May 1971, a Modern Air CV-990A with 45 passengers on board en route from Berlin Tegel to Bulgaria was unexpectedly denied permission to enter Bulgarian airspace, as a result of a new policy adopted by that country's then-communist government to deny any aircraft whose flight had originated or was going to terminate at a West Berlin airport the right to take off and land at any of its airports. This resulted in the aircraft having to turn back to Berlin, where it landed safely at the city's Tegel Airport.[175]
- The same year, a Dan-Air migrant workers from Berlin Tegel to Istanbul was "escorted" by Bulgarian fighter planes into Sofia. The crew flying the aircraft was attempting to take the shortest route to Istanbul when leaving Yugoslav airspace by entering Bulgarian airspace, instead of taking the longer route through Greek airspace. They were not aware of the then communist government of Bulgaria's decision not to let any aircraft enter its airspace whose flight had originated or was going to terminate at a West Berlin airport, without stopping en route at another airport outside West Berlin. The aircraft landed safely at Sofia. It was released along with its crew and passengers when the flight's commander paid with the company's credit card the fine the Bulgarian authorities had imposed for violating their country's airspace.[176]
See also
- Berlin Brandenburg Airport
- Berlin Schönefeld Airport
- Berlin Tempelhof Airport
- Otto Lilienthal, the aviator after whom the airport is named
- Flughafensee
- List of airports in Germany
- Transport in Germany
References
Notes
- ^ except the 4B series, which could operate viably at Tempelhof with a restricted payload
- ^ pilots, flight engineers, and navigators
- ^ including a 16-seat first class section on Caravelles (in addition to a 64-seat economy section)
- government-owned corporations
- ^ holders of supplemental air carrier certificates authorised to operate non-scheduled passenger and cargo services to supplement the scheduled operations of certificated route air carriers; airlines holding supplemental air carrier certificates are also known as "nonskeds" in the US
Citations
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Bibliography
- Berlin Airport Company (Berliner Flughafen Gesellschaft [BFG]) – Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports, several issues, 1964–1992 (in German). West Berlin, Germany: Berlin Airport Company.
- "Flight International". Flight International - Marketing Stories. Sutton, UK: Reed Business Information. ISSN 0015-3710. (various backdated issues relating to commercial air transport at Berlin Tegel)
- "OAG Flight Guide Worldwide". Oag Flight Guide. Dunstable, UK: OAG Worldwide Ltd. ISSN 1466-8718. (October 1990 until December 1994)
- In Flight – Dan-Air's English language in-flight magazine (Special Silver Jubilee Edition), 1978. London, UK: Dan Air Services Ltd.
- Kompass – Dan-Air's German language in-flight magazine, various copies 1975–1990 (in German). West Berlin, Germany: Dan Air Services Ltd.
- "Airways – A Global Review of Commercial Flight (Berlin Adventure: Flying TWA's Pigships, pp. 30–38". Airways: A Global Review of Commercial Flight. 17, 6. Sandpoint, ID, US: Airways International Inc. August 2010. ISSN 1074-4320. Archived from the originalon 25 October 2010.
- Simons, Graham M. (1993). The Spirit of Dan-Air. Peterborough, UK: GMS Enterprises. ISBN 1-870384-20-2.
- Eglin, Roger & Ritchie, Berry (1980). Fly me, I'm Freddie. London, UK: Weidenfeld and Nicolson. ISBN 0-297-77746-7.
Further reading
- William Durie, "The United States Garrison Berlin 1945-1994", Aug 2014, ISBN 978-3864080685.
- Bonjour Deutschland – Luftverkehr unter Nachbarn: 1926–2006 (in German)
External links
Media related to Berlin-Tegel Airport at Wikimedia Commons
- Official website
- Current weather for EDDT at NOAA/NWS
- Accident history for TXL at Aviation Safety Network
- Berlin Tegel: Farewell to the airport that wouldn't die (CNN)