A guest contribution to the debate about the extension of the Munchener Airport
The dispute over the construction of a 3. Completion on the Muncher airport has just reached his heater phase. After the government of Upper Bavaria approved the project a few months ago, there were now charged by numerous affected and municipalities. In parallel, the media reporting and thus the public interest in a confrontation increased, which has been perceived by many long periods only as a phanomenin limited to the airport region Freising / Erding. The increased public interest is therefore to be buried because it is a discussion that concerns us all in the end. It’s not just about a single transport infrastructure project, but about how we want to put the course for the future of this society.
The ocological aspect, which had to be central, plays only a subordinate role in the public discussion and is superimposed by a cost-effectiveness. The project is based on both views on any carrying basis.
Thomas Stadler. Photo: AFS.
The aircraft must be considered as the most environmentally friendly means of transport of our time, which causes CO2 outstall of air traffic, is enormous. Munchen Airport alone was responsible for a tenth of the entire CO2 emissions in the Free State of Bavaria in 2008 in 2008. If Germany and Europe achieve their ambitious climate goals and want to significantly lower the CO2 outstood, then no way will drive past a reduction in air traffic. For this purpose, it is by no means necessary to make the air traffic more than. In a first step, it rather completely sufficiently sufficient if the state treated all means of transport and collected the same taxes on flowing taxes, as they are already collected on vehicle sprit. The enormous expenses also provided by the state and thus the general public for air security had to be kept stronger on the airlines and airport operators.
We are currently still in a phase in which the most environmentally accompanying transport is subsidized by the state in the strongest. Sustainable and reasonable policy had to act exactly opposite. Even if the influence of the air traffic is still relieved, it can not succeed permanently, a policy that is not none of okologically nor economic terms and that ultimately destroys the livelihoods of the people. The amption underlying the start-up authorization already granted that the number of starts and landings will increase significantly in the future is followed by a prolonged growth, which is incompatible with the political and ocological necessity of a significant reduction in the CO2 outskirts.
Munich Airport. Photo: Digital Cat. License: CC by 2.0.
Beyond all climate policy aspects, however, neither the development of airport Munchen in the last five years still indicates the current development of aviation that the customer’s relevant to approval is actually adjusted. The number of starts and landings has been significantly rising in Munchen since 2008, as can be found in the FMG’s own statistics and moved in 2010 still below the level of 2005. The Lufthansa, who maintained its own terminal at the Muncher airport and to be adopted to be one of the driving force behind the runway project, has recently conceded the number of flights significantly because it has no sense of flying in the crisis.
The operator company FMG, which is driven by the ambitious ambition, to become a large German airport, also greeted to the alleged need with high-distance amptions for OLD price development, where approval documents are not stored. The FMG was initially amed in its approval request from a crude price in 2020 from $ 50 per barrel. After the OlPreis has been up to the 100th of the $ 100 for some time, the FMG has corrected its application documents accordingly and is currently no more than $ 50 per barrel for the 2020, but of $ 103. Due to its new Olzpraktungsung, the FMG has shifted its passenger forecast, that the 58 million passengers hoped for 58 million passengers per year are not expected to expect for the year 2020, but only for 2025. Of course, this correction has not granted the Government of Upper Bavaria to ask or to explain effect on the approval to be granted.
But now the current estimation of the FMG was also not a realistic, because almost all experts, including the International Energy Agency IEA, expect a further increase in the Roholkreis in the next 10 to 15 years. The OlPreis or. The price for flightenzenzenzen is, however, a central aspect of the economic analysis and the forecast to be requested insofar. Because a much higher fuel price as accepted, must be reflected in correspondingly high ticket prices.
How to adapt the previous forecast of the FMG so if the crude price 2020 was, for example, 200 dollars or more? The 58 million passengers who hoped for the airport were not 2020 or 2025 under this realistic pramisse. This situation thus requires a lot of this that the demand analysis is wrong and at least not a factual reason for a permit of the project is given.
It is amazing that in this country in gross projects, highly complex plan appraisals are to be carried out that as an applicant, as an applicant, as a basis for the facts, it can still be juggled almost at willing and own well-dogs with numbers and data, without that this is changing the assessment of the status authorities for approval ability.
The economic situation of the airport company FMG does not necessarily speak for a permit of another runway. The Muncher Airport has 2.23 billion euros liabilities, tendency significantly increasing, even if the FMG is trying to increase the increase with new accounting rules, as the Suddogue newspaper reports. The debts of the airport operator company alone at their shareholders Free State Bavaria and City Munchen are within a year of approx. 10 million rose to 152 million euros. This allowed to be clear who will remedy this debt earlier or later, namely the (Bavarian) taxpayer.
Ultimately, it should not be held by the ever-same arguments of the commutations, which always refer to the business location and the creation of workplaces. The focus is on the economic singular interest rates of the largest German airline, which is supported by a uberamited airport company, which dreams of the large German airport Frankfurt the rank is supported.
At the dispute about the 3. Starting car at the Muncher airport is by no means only concerned about the league burden in some surrounding communities, but rather the question of whether a future-oriented policy after the mabboar of reasoning, future-oriented policy is not held almost to stop an ocological and economically so nonsensical rough project.
Thomas Stadler is a lawyer in Freising and operator of the Blog Internet Law.