Berlin Tegel Airport
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- Domestic | International
- Other airports serving Berlin
- Berlin Brandenburg International Airport
Berlin Schoenefeld Airport
- 2428m x 46m
3023m x 46m
- Airlines currently operating to this airport with scheduled services
- Aegean Airlines
KLM Royal Dutch Airlines
MIAT Mongolian Airlines
Royal Air Maroc
Ukraine International Airlines
- Airlines currently operating to this airport via codeshare
Air Europa Lineas Aereas
All Nippon Airways
China Eastern Airlines
China Southern Airlines
Delta Air Lines
South African Airways
Berlin Tegel Airport is the main international gateway to Berlin. Operated by Berlin Airports, Berlin Tegel Airport hosts domestic, regional and international passenger and cargo services from over 30 airlines and is the main hub for Air Berlin. Berlin Tegel is forecast to close when the new Berlin Brandenburg International Airport is completed.
Location of Berlin Tegel Airport, Germany
Ground Handlers and Cargo Handlers servicing Berlin Tegel Airport
449 total articles
18 total articles
Wolfgang Prock-Schauer and James Hogan, respectively the CEOs of airberlin and Etihad Airways, held a joint press conference in Berlin on 13-Jan-2014. At the conference, they reviewed the progress of their codeshare agreement since 2012 and outlined plans for its development in 2014.
In addition, Mr Hogan took the opportunity to reinforce the rationale behind Etihad’s equity alliance strategy (“Global reach is beyond the capability of any single airline”). He also reiterated his airline’s support for airberlin (“We are confident that airberlin is on the right path back to profitability and the next phase in the airline’s proud history”).
The announcements led to an 11% increase in the share price of Air Berlin PLC on the day as investors were cheered by Etihad’s vote of confidence in the loss-making German carrier. Nevertheless, the closer co-operation signalled by the two airlines stopped short of what some observers had expected. Further developments cannot be ruled out, however.
Etihad's announcement that it was buying 33.3% of Switzerland-based Darwin Airline was made on the first day of the Dubai Airshow and was easily lost in the fury of orders announced that day.
Darwin only flies aircraft with 50 seats, less than the number of premium seats that will be on many of the 350-plus widebody aircraft Gulf carriers ordered at the airshow. But the announcement is significant, and three reasons stand out.
First, for Etihad the carrier will "connect the dots" in Europe for itself and partners, linking hubs but also tertiary cities, which have largely been passed over by Gulf carriers. Many of these cities are served by the Lufthansa Group. This gives rise to the second significant impact: on Europe's legacy carriers. Gulf carriers changed their long-haul business while European LCCs decimated short-haul. Regional traffic was always typically a burden, and will come under further pressure following Etihad's announcement. Third is that Darwin Airline will re-brand as "Etihad Regional", and Etihad openly states Darwin is only the first carrier to use this new brand. As the industry still digests Etihad's partnership and equity strategy, Etihad promises to change another component of aviation – and raise the stakes in the liberalisation of the industry, especially by stamping its name on a European carrier.
On 4-Oct-2013, Lufthansa gave a presentation to analysts and investors in London on developments in its Passenger Airlines business, with a focus on giving more details of the progress of the ‘new Germanwings’. The session was led by Carsten Spohr, CEO of Lufthansa German Airlines, and supported by the CEO and CFO of LCC subsidiary Germanwings.
The speakers gave an update on the transfer of non-hub European point-to-point traffic from Lufthansa to Germanwings and its expected impact on the group’s short/medium-haul losses.
Lufthansa’s plans for Germanwings are more far-reaching than those of Air France with its LCC subsidiary Transavia France. However, IAG already has a fully fledged stand-alone pan-European LCC in the form of Vueling. Moreover, both Transavia and Vueling (and other European LCCs) have lower unit costs than Germanwings. Can it generate enough of a price premium to offset this cost disadvantage?
Air Lituanica launched services at the end of Jun-2013, making it the first scheduled Lithuanian carrier since the collapse of FlyLAL in 2009 and Star1 Airlines in 2010. Air Lituanica will see Lithuania once again connected to other key European countries through a home-based carrier.
As the largest of the three Baltic states with a land area of 65,300km2, Lithuania has a population of about three million and had a GDP in 2012 of about USD42 billion, according to World Bank data. The country currently has four airports in Vilnius, Kaunas, Palanga and Šiauliai which are served by about 20 foreign carriers.
Aside from Air Lituanica, there are currently five other Lithuanian airlines including five charter carriers (Aurela, Avion Express, DOT LT, Grand Cru Airlines and Small Planet Airlines) and one cargo carrier (Aviavilsa). There have been no domestic services in the country since the demise of FlyLAL.
airberlin’s losses widened in 1Q2013 on restructuring costs, but the message from CEO Wolfgang Prock-Schauer is that today’s pain will lead to tomorrow’s gain as the group’s “Turbine 2013” restructuring programme starts to show in the results.
Capacity cuts, network refocusing, headcount reductions and supplier renegotiations are all under way and the positive impact should be more visible from 3Q2013 onwards. Meanwhile, codeshare relationships with Etihad and oneworld partners are delivering growing passenger numbers.
Etihad, airberlin’s 29% shareholder and benefactor, has ploughed close to EUR500 million of cash into its German partner since last year. airberlin’s efforts on many fronts will need to translate into profits and a strengthening of airberlin’s flimsy balance sheet if Etihad is to see a return. Etihad's network traffic feed has been stimulated by the partnership, but it will want to see airberlin profits in due course.
Air Berlin PLC returned to a net profit in 2012 for the first time since 2007. However, if the one-off proceeds of the disposal to Etihad of 70% of its topbonus FFP are excluded, the operating result would have been a loss of EUR114 million. This is a narrower figure than 2011’s shocking EUR247 million loss, helped by airberlin’s entry into oneworld and its deepening strategic partnership with Etihad.
Wolfgang Prock-Schauer, CEO since Jan-2013 after only joining the company in Oct-2012, rightly assesses that “we have not yet reached our goal – namely sustainable profitability”.
airberlin's cost structure is quite low versus European legacy carriers, but not LCCs, but its revenue base is too close to LCC levels. Thus the airline must simultaneously reduce costs and grow revenues. Further capacity cuts and another efficiency programme are under way, but much will depend on the further successful development of its relationship with oneworld and, in particular, Etihad.
After years of trying on every cap – charter carrier, LCC, full-service carrier, short-haul, long-haul, M&A predator and prey – airberlin needs to find one that fits.