27 Political Newsletter Summer 2015

Transcription

1 27 Political Newsletter Summer 2015 Editorial Dear Reader, In March 2015 the Federal Office of Civil Aviation (FOCA) published the latest report on the competitiveness of Swiss aviation. We will present its key conclusions in this Political Newsletter. Intraplan gave Zurich Airport good marks for quality and efficiency, but capacity restrictions and other operating constraints are putting a damper on its future prospects. For the sustainable development of our intercontinental airport, however, we need to operate within a regulatory environment that allows us to be competitive. View of Zurich Airport infrastructure. Contents Editorial Competitiveness of Swiss aviation still at risk New habitats created thanks to environmental compensation Guest column: Dr. Regine Sauter, Zurich Chamber of Commerce Popular initiative Give people the vote on runway modifications now successfully submitted Demand-led development with coordinated spatial planning Traffic statistics The most important policy instrument in this regard is the Sectoral Aviation Infrastructure Plan (SAIP) for Zurich Airport. It must safeguard the airport s capacity for long-term development within a spatial planning framework based on the long-term demand forecasts provided by Intraplan. Growth in passenger volumes will arise mainly as a result of an increase in the size of aircraft, not because of additional flight movements. More noise-optimised and fuel-efficient aircraft have also been developed in recent years. As the airport s most important customer, our hub carrier SWISS will be renewing the majority of its long-haul and short-haul fleet during This investment will also have a positive impact on noise and pollutant emissions at the airport. Owing to its intersecting runways, flight operations at Zurich Airport are highly complex. A variety of measures have been taken in the last few years to reduce this complexity. However, this also led to a reduction in the hourly capacity. At an efficient airport handling European and intercontinental traffic, flight arrivals and departures are concentrated in a way similar to the synchronised timetable at SBB s main railway stations. As a result, there are several peak periods each day. During these peak periods, additional delays for our passengers have led to a drop-off in quality. As the operator of a dynamic transport hub, safety, quality and efficiency are equally important to us. Flughafen Zürich AG has consequently submitted a request for a change in its operating regulations (BR2014). The amended regulations include measures to better separate arriving and departing flights and modifications to the runway system, and will improve the safety margin of our flight operations. The many political interests in Switzerland and abroad are posing a risk to these changes which are urgently needed for operational reasons. As COO and Airport Manager, I consider it vitally important to take the measures necessary to ensure smooth operations. To achieve this, we as the airport operator are reliant on the acceptance of the politicians and local people. We are therefore more than willing to set out our thinking and arguments transparently, and to this end we have set out to explain the BR2014 to a wide audience ahead of the public consultation. In order to balance the different interests and consolidate them, we need the support of politicians. In the interests of airport development, I welcome the widest support possible for the proposed changes to our operating regulations. Stefan Conrad Chief Operation Officer

2 Competitiveness of Swiss aviation still at risk The latest update of the 2012 study Monitoring the competitiveness of the Swiss aviation industry was published in March It essentially gives Swiss aviation a good report, but it makes it even clearer that Swiss aviation is afforded less and less scope for development in the current regulatory climate. In particular Zurich Airport, the biggest airport in Switzerland, is approaching the limits of its capacity and will in consequence be increasingly less able to serve as Switzerland s gateway to the world in a vigorously growing market. All stakeholders are called on to correct this and to create the conditions that will enable Swiss aviation to meet demand into the future and to ensure for the sake of future generations that Switzerland still has excellent international transport links in 20 years time. The good news upfront: Swiss aviation continues to compare well internationally. The airlines, airports and air traffic control perform their respective roles efficiently and deliver a high level of quality within the given constraints. However, this success story is seriously at risk: the latest report on the competitiveness of the Swiss aviation industry shows that the regulatory environment has become even tougher and is having a detrimental impact on long-term competitiveness. Steady growth in air traffic Passenger volumes at Swiss airports have increased almost 50% since This is equivalent to an average annual growth rate of 4.9%. Even looking at a longer time horizon, and despite a drop in passenger numbers during the period following the Swissair crisis, the picture remains the same: since the short-lived recordbreaking passenger figures for 2000, and despite the subsequent 20% decline, passenger volumes have recovered and over the last 15 years have grown by a total of 36%, or an average of 2.9% per year (see chart). According to all available demand forecasts, it can be assumed that this trend is set to continue. To be able to handle the forecast demand in the long term and fulfil the conditions of the operating licence, namely to provide a hub for one airline, it is absolutely vital that the necessary development steps are taken. This is the only way to safeguard Switzerland s excellent intercontinental accessibility. Hourly capacity as the key to success Along with the measures already included in the amended operating regulations submitted, the proposals also include measures for increasing hourly capacity as this is vital for maintaining successful hub operations. Zurich Airport is already operating at the limits of its capacity at certain times of day and is unable to satisfy the existing demand for slots (windows of time allocated for take-offs and landings). Owing to the international interdependencies of flight schedules and the different time zones involved, it is often not possible simply to move flight arrivals or departures back or forward by one or two hours, even Passenger volumes at Swiss international airports Passengers (in millions) Change from previous year in % Total passengers (in millions) Change from previous year in % Source: SIAA (Swiss International Airports Association)

3 if slots were notionally available then. As a result, highly desirable flights for which there is also sufficient demand at these particular times are not offered because of capacity restrictions, which impedes positive economic benefits. So, although Zurich Airport does not (yet) have a general capacity problem, owing to the intersecting runways and the complexity of take-off and landing processes, it does have a very low maximum hourly capacity (see table). Fewer delays benefit everyone Optimising the system will also enable the increasing number of delays to be reduced without further restricting capacity. This will benefit not only travellers, airlines and the airport, but also local residents. At present, it is very difficult to catch up with delays that have built up by the evening over the course of a day. As a result, the last flights of the evening are often unable to take off punctually and therefore have to use the period between 11 p.m. and p.m. which is set aside for this purpose. A more stable system during the day coupled with more flexible regulations on runway use and on minimum altitudes for aircraft departing in the evening would go some way to reducing delays. The last flights could then also depart earlier and less use would need to be made of the delay catch-up window. Political support more important than ever As a result of the tougher operating environment, therefore, Swiss airports are facing ever greater challenges. This is borne out by the increasing number of delays and the capacity bottlenecks that are hindering economically advantageous services. Flughafen Zürich AG will continue to identify possible solutions to these problems and calls on politicians and public administrators to act in concert with all the stakeholders involved to improve the regulatory environment in order to preserve the competitiveness of Switzerland s aviation industry for future generations as well. The full report (in German) on the competitiveness of Swiss aviation can be found at studien No. of runways Airport No. of passengers (2013, in m) Total Independent parallel runway Maximum hourly capacity Planned expansion Zurich No 66 Munich Yes 90 (-> 120) Around 2020: 3 rd parallel runway Copenhagen No 90 Parallel runway, but too close for independent operation Vienna No 68 (-> 90) Around 2025: Independent parallel runway Frankfurt Yes 120 Source: 2015 monitoring report on competitiveness of Swiss aviation 3

4 New habitats created thanks to environmental compensation In order to satisfy the growing demand for air transport, it is frequently necessary to modify and expand the infrastructure at Zurich Airport. If as a result areas designated as ecologically valuable are covered by an impervious surface ( soil sealing ), Flughafen Zürich AG is legally obliged to compensate for this by making ecological improvements on land stipulated by the canton. Information board at the Hundig project. Aims of the environmental improvements at Hundig 1. Fulfilment of Flughafen Zürich AG s ecological compensation obligations. 2. Creation of various biotope types to promote nature conservation and species diversity. 3. Enhancement of the landscape. 4. Increasing the attractiveness of the local recreation area. 5. Enabling part of our cultural heritage to be experienced by recreating water meadows and their irrigation channels. The new Bombardier CSeries aircraft ordered by Swiss International Air Lines for its regional routes are bigger than the Avro Jumbolinos used to date. To maintain the same level of stand capacity even with the new aircraft, Flughafen Zürich AG has built new stands to the North of Concourse E. Together with the new stands in Zone West and the construction of the noise protection hangar, this has resulted in around 20 hectares of appraised valuable habitat land being sealed. In accordance with Article 18 of the Swiss Nature and Cultural Heritage Protection Act, Flughafen Zürich AG is therefore obliged to make equivalent compensation for the loss of this area. The Sectoral Aviation Infrastructure Plan (SAIP) obliges the canton to provide suitable areas for such compensatory measures. Attractive natural landscape with a rich diversity of species The Hundig project in Glattfelden is one of these designated environmental compensation areas, suggested by the nature conservation section of the canton s Office of Landscape and Nature. This area is especially suited to such compensatory measures because the conditions here (permeable soil, low nutrient and water storage capacity, low rainfall, remoteness, etc.) greatly favour extensive agricultural use on the land which is currently mostly used for intensive farming. It was therefore possible to win the support of the owners and previous managers of the land for the project. The ecological improvements consist of turning the former farmland and meadows into extensively used dry grasslands and low-nutrient meadows. As a result, a botanically diverse and flower-rich biotope will be created as a habitat for rare species, and at the same time an easily accessible recreation area for local people to visit on foot. Typical riverside meadowland The building work extends over a period from July 2014 to around the middle of The project began with the removal of the surface humus from some areas and its replacement with a low-nutrient mix of gravel and sand. By spreading cuttings from nearby dry grasslands and lownutrient meadows plus sowing rare native species, such plants will be able to become established. Bodies of standing water are also to be created as these are typical of riverside meadow landscapes and are especially attractive to amphibians and dragonflies. In addition, following historical tradition, three hectares of water meadows fed by a series of channels from the river Glatt are to be established. Flughafen Zürich AG to invest almost 6.5 million Swiss Francs Flughafen Zürich AG is investing a total of 4.5 million Swiss francs in the creation of the Hundig ecological compensation area. It will also be paying out a further two million francs for maintaining the new landscape over the next 25 years. With this investment, the airport operator is making a substantial contribution to offsetting the ecological value of the newly sealed land at the airport. 4

5 Asparagus doesn t walk here This is merely one example of how Zurich Airport plays a role in our economic region: freight is delivered or is sent abroad, people arrive and travel to various parts of Switzerland from here, companies use the airport as a connective link for their international relationships. It also makes clear the degree to which Zurich is internationally interconnected. Swiss companies export their products via Zurich, and in doing so earn a substantial portion of their income. Multinational companies have their offices in the Zurich region because they can quickly reach many destinations in Europe from here. And the direct flights that the airport offers ensure that our economy can also compete on other continents too. Ultimately, all this enables the success of our economy, and consequently the creation and preservation of jobs in our region. It is not insignificant that the airport is so often cited as one of the key factors that make the region attractive as a place for locating a business. It is all the more remarkable then that we are not taking better care and striving to do everything in our power to preserve this value. The report on the competitiveness of Swiss aviation published in the spring does not inspire much confidence: we are losing ground internationally, especially because foreign airlines have better operating conditions and our airports will not be able to provide sufficient capacity in the foreseeable future. Dr. Regine Sauter Asparagus in February? Whether one likes it or not, the fact is that asparagus is on sale in our shops and people happily buy it. It is fresh as it arrived here on the same day by the shortest possible route in the cargo hold of a passenger plane. On board this aircraft on its return leg will be a cargo of precision goods from our region, which are very much in demand in foreign markets, along with Swiss business people who are maintaining international contacts for their companies and tourists who are exploring the world. Other countries around us therefore have their foot on the accelerator and we are beginning to fall behind. And, incidentally, not only in this sector. Other business location criteria, such as attractive taxation levels or the liberal labour market, are also coming under pressure. We would therefore do well to take action today wherever we have the opportunity. This applies in particular to the airport it must be able to develop further. We are not talking about unlimited growth here, but specific adjustments to meet the new circumstances we are faced with. We must satisfy an increase in demand and meet new technical challenges. The canton of Zurich is not the same as it was 50 years ago, so why should our infrastructure remain the same? Zurich as a place to live and do business needs an airport with a future and not just because of the asparagus! Dr. Regine Sauter Director, Zurich Chamber of Commerce 5

6 Popular initiative Give people the vote on runway modifications now successfully submitted The popular initiative Give people the vote on runway modifications which was launched last autumn by a broad-based committee led by the Pro Flughafen association was successfully submitted at the beginning of March. Flughafen Zürich AG supports the initiative and calls on the Government Council and the representatives in the Cantonal Parliament to facilitate the passage of the initiative in the interests of the population. On 6 March 2015, five members of the initiative committee plus a number of supporters submitted the popular initiative Give people the vote on runway modifications with almost 10,000 signatures 4000 more than needed. It is particularly pleasing to note that a very high number of these signatures were given by residents in the districts of Bülach and Dielsdorf, i.e. in the actual vicinity of the airport. This demonstrates that the people most affected by both the positive and negative effects definitely want to have a say in the future development of Zurich Airport. The people must have the last word The initiative aims to ensure that local people will always determine the further development of the most important aviation infrastructure in Switzerland. This matter, which would ordinarily be a natural right, requires a change to the legislation because a loophole in the Airport Act currently allows the Cantonal Parliament the final say if it rejects runway modifications. A referendum against a decision taken by the Cantonal Parliament is only provided for if the Cantonal Parliament agrees to a change. In previous years, a majority of the Cantonal Parliament has blocked any further development of the airport in a variety of ways. This was despite the fact that the electorate had on several occasions voted in favour of maintaining the existing scope for development (cf. also Political Newsletters nos. 25 and 26). Obligations of the Government Council and Cantonal Parliament Once the Department of Justice and Home Affairs has verified the signatures and confirmed the formation of the popular initiative, the Government Council will decide on its validity and will put a proposal to the Cantonal Parliament on whether to approve or reject the initiative. If the Cantonal Parliament approves the initiative and no referendum is called against the decision, the initiative is deemed to have been approved. If, on the other hand, the Cantonal Parliament rejects the change in the law, a referendum must be held within a maximum of 30 months after submission. Flughafen Zürich AG welcomes the initiative and calls on the Government Council and Cantonal Parliament to support the initiative and recommend its approval in the interests of Zurich s population. March 2015: The initiative is submitted by the committee. Photo: Pro Flughafen 6

7 Demand-led development with coordinated spatial planning Growth in Switzerland and the concomitant changes are rapidly overtaking the existing principles of spatial planning. In order to balance the various interests to be protected against the necessary development in settlements and infrastructure, as well as provide long-term resolution to conflicts of interests, the Confederation must step up its coordinating activities. In its publication Wirtschaft und Raum, the Swiss Business Federation economiesuisse also addressed this issue and called for more holistic spatial planning. The population and the Swiss economy are both growing steadily, as is the concomitant demand for living space and infrastructure. At the same time, the pressures of construction and urbanisation are increasing. The various interests, such as nature conservation, the protection of landscapes, agricultural areas and buildings, are increasingly coming into conflict with the interests of a demand-driven development of infrastructure. Spatial planning must coordinate and balance these different interests. Contradictory laws make it impossible to balance the different interests Owing to the substantial increase in the number of, in some cases contradictory, rules and regulations on the protection of biodiversity or cultural landscapes, it is nowadays virtually impossible to balance these different interests. Because of the legal uncertainties, it is often necessary to go through all judicial stages before projects can be implemented. As a result, the process is unnecessarily lengthy and important projects are blocked for too long. Calls for coordinated spatial planning Coordinated spatial planning is vital in order not to hinder future spatial planning development in Switzerland in general, and the key transport infrastructure of the country in particular. The federal government must exercise more of a coordinating role here. It alone is currently able to ensure comprehensive solutions which take the national interests into account. In order to do so, the Confederation s sectoral planning must be strengthened, the land required for developing infrastructure of national importance must be secured, and greater account must be taken of the public interest in the infrastructure of a particular place when balancing the various different interests. These aspects must also be incorporated in the ongoing revision of the spatial planning legislation. Economy and spatial planning: The economy s contribution to future Swiss spatial planning policy Even economiesuisse, the umbrella organisation for Swiss business, called for more holistic spatial planning in a recent publication. It shows how changes in the economy and conurbations have overtaken the previous spatial planning legislation and that we need to have a rethink. The publication (in German) can be found online at themen/rp Using the example of Zurich Airport, together with the Zurich Chamber of Commerce and the Swiss International Airports Association (SIAA), economie suisse lists in its publication the most important requirements for the successful further development of the transport infrastructure (p. 8/9): Airports are a core infrastructure element for attracting business. Spatial planning must ensure that Swiss airports can grow in line with demand and are able to adapt their infrastructure as necessary. Sectoral Aviation Infrastructure Plan: Everyone involved in spatial planning should endeavour to facilitate the growth of airports in line with demand. In addition, the time required for legal proceedings should be shortened. It makes sense to concentrate use in conurbations. However, efforts must also be made to encourage acceptance for higher levels of noise exposure there. In the conurbations, conflicts between the use of land for aviation and for residential purposes must not be resolved unilaterally to the detriment of the airports. Suitable policy instruments must ensure that communities do not designate any new residential zones under airport take-off and landing routes. 7

8 Traffic statistics Top 20 scheduled flight destinations in 2014 Accounting for a volume of 1.7 million passengers, London and its four airports Heathrow, London City, Gatwick and Luton remained the most frequent destination in Vienna and Berlin continued to take second and third place, respectively. Growing demand led to capacity adjustments for flights to Paris, Dubai, Hamburg, Palma and Copenhagen. Top 20 scheduled flight destinations January to December 2014 Number of passengers 1,800,000 1,600,000 1,400,000 1,200,000 1,000, , , , ,000 0 London Vienna Berlin Paris New York Amsterdam Dusseldorf Dubai Frankfurt Barcelona Istanbul Hamburg Madrid Geneva Palma de Mallorca Copenhagen Rome Singapore Athens Stockholm Source: Flughafen Zürich AG Trends in traffic volume during the first quarter of 2015 During the first quarter of 2015, Zurich Airport was host to around 5.4 million passengers. This represents an increase of 2.1% over the first quarter of the previous year. The proportion of transfer passengers travelling via Zurich Airport fell by 5.1%, while the number of local passengers rose by 5.8%. During the first quarter of 2015, 59,859 flight movements and 108,128 tonnes of air freight and air mail were handled. Traffic volumes January to March Change in % 2015 compared with 2014 Local passengers 3,732,206 3,528, Transfer passengers 1,656,580 1,744, Share of transfers 30.7% 33.0% Total passengers 1 5,408,729 5,296, Flight movements 59,859 60, Freight (in tonnes) 100, , Mail (in tonnes) 7,326 9, incl. transit, general aviation and other Source: Flughafen Zürich AG The most recent traffic statistics are updated every month and can be found in the Internet under Publication details Texts prepared by Flughafen Zürich AG Printing: Flughafen Zürich AG P.O. Box, CH-8058 Zurich-Airport politikbrief@zurich-airport.com 8