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In its review, it found that in certain points the assessment of the applications had been biased towards Hochtief. This led to annulment of the contract award on 3 August of that year.

Hochtief Airport and IVG teamed up and created a plan for a joint bid on 10 November in an attempt to receive the contract to construct and operate the new airport.

The board determined that the proposal would not be practical and voted 22 May to scrap the privatization plan. On 13 August , the Brandenburg state ministry for infrastructure and regional policy granted approval for the development of Schönefeld Airport into new Berlin Brandenburg International Airport.

A legal battle ensued, as local residents filed lawsuits against the ministry's decision. The dispute ended 16 March , when the Federal Administrative Court of Germany rejected the residents' arguments.

However, the court imposed stipulations on the flight operations at the new airport. During construction, it became clear that the airport would become significantly more expensive due to underestimating the actual costs, construction flaws and increased expenses for soundproofing nearby homes.

The series of delays in opening is expected to lead to a number of lawsuits against FBB, which may result in large-scale damage compensation for the affected airlines and airport businesses.

Air Berlin already announced its intention of such a move. It became clear in November that the financial concept of the airport will remain fundamentally flawed.

The main purpose of the many stores planned at the airport was to serve passengers who were changing planes, assuming that Berlin would be a big international hub.

However, it was acknowledged in for the first time that competition between the hubs was already too stiff.

Frankfurt Airport and London Heathrow would resist losing passenger shares without a price war and that few if any airlines would leave their hubs for Berlin.

The only remaining potential airline for operating a hub was Air Berlin, which was in financial difficulties and did not plan to provide long distance service anytime soon.

German Railways Deutsche Bahn may also sue for non-usage of the ghost station below the airport. In November , auditors with the Brandenburg Comptroller concluded that financial control executed by Berlin , Brandenburg , and Germany over the airport as owners was insufficient and inefficient.

This led the BER boss to retaliate publicly against the comptroller on 27 February decrying the release of the numbers.

Federal Administrative Court of Germany. The key directive of the verdict was that rooms must be provided with adequate ventilation if windows are closed due to noise, and the airport authority must also determine how air inside the structures can be vented.

The airport avoided liability claims against Imtech and other firms involved in the construction of the fire exhaustion system.

If the request was denied, the airport authority stated it would be bankrupt by August The German federal government and the states of Berlin and Brandenburg guaranteed the debt.

Kollatz, made the remark that the airport may face abrupt bankruptcy on 1 January , if no instant measures would be taken. During much of the planning and construction phase the new airport was known as Berlin Brandenburg International Airport , abbreviated BBI.

When the planned opening date of 2 June drew nearer the FBB launched a marketing campaign introducing the BER branding, reflecting the new airport code.

In the FBB board decided that Berlin Brandenburg Airport would be given a second name, honoring a person with a distinctive link to the city of Berlin.

This is due to concerns that an ongoing association might be considered disrespectful towards his legacy. However, no such measure has been taken so far.

To make way for the new airport, two villages were removed. The inhabitants of Diepensee received compensation and were offered new homes in Königs Wusterhausen , a move that was completed by late After nearly 15 years of planning, actual construction work for Berlin Brandenburg Airport began on 5 September Construction of the terminal building began in July Operating tests and service trials began on 24 November , based on the anticipated opening date of 3 June A total of 12, volunteers participated in simulated check-in, security screening, boarding and baggage claim.

The tests used 15, pieces of luggage in the automated baggage processing system , covered night-time operations and emergency scenarios. It became clear on 8 May that the building could not open on schedule, officially due to the failure of the fire protection system.

In reality, according to a Brandenburg State Audit report in February the usability of the airport was at The report went on to say there was no realistic chance that it could be used "reasonably successfully" in When construction of the terminal building began in , FBB announced 30 October as the opening day for the new facility.

A few days after 14 June topping out ceremony, FBB announced that construction deadlines could not be met. They postponed the opening to 3 June This was blamed on the bankruptcy of pg bbi , the construction planning company.

As the new date drew nearer, airlines amended their timetables to reflect their plans to operate from BER.

On the retail side of the airport shops and restaurants prepared for the opening. As the airports in Tegel and Schönefeld were to close once the last flights of 2 June had been serviced, a major logistics operation for moving the airports' infrastructure was launched.

Vehicles, equipment and supplies that were needed at Tegel until the final moments would have been transported to BER during the night of 2—3 June.

To allow this, the authorities planned to restrict the highways linking the two airports A , A and parts of A to airport traffic only. On 8 May just 26 days before the move, FBB again postponed the opening date.

The postponement led to the cancelling of moving plans and in some cases reversing actions already completed. It cited technical difficulties, primarily concerning the fire safety and smoke exhaust systems for the delay.

It also announced 17 March as the new opening date for BER. However, this was soon met by doubts due to the large number of construction flaws and problems that inspectors continued to find.

FBB announced on 6 January that the opening would be further delayed, at least until ; however, no definite opening date was given.

On 8 January , FBB announced the airport would not open that year. Citing dissatisfaction with construction progress, members of the airport board indicated during their 8 December meeting that they were beginning the search for a new CEO.

Although Mehdorn's contract ran through On 20 March , Mehdorn again faced questions from the Investigative Commission of Berlin's parliament.

Berlin's mayor Michael Müller was appointed the new head of the control board Aufsichtsrat on 3 July These disagreements were primarily over the opening date.

A former manager for BER was taken into remand for alleged bribery on 13 May The German branch of Dutch Royal Imtech filed for bankruptcy on 6 August [] and its parent company went bankrupt a few days later.

In August , new allegations of corruption were published in the Bild newspaper. Lawyers reviewing the process stated that the high percentage of claims granted approval was unique and extraordinary.

As a result, all payments beginning from the start of the project were to be reviewed. By further consequences of the low likelihood of a opening appeared on the horizon.

In April , press spokesman Daniel Abbou was fired after giving a "too honest" interview. In the interview he stated that billions of euros had been squandered and that only someone "dependent on medication will give you any firm guarantees for this airport.

By May , it had become clear that the expedited approval of the underground station would not occur. This effectively guaranteed that the airport would not open in At the end of August it was announced that the airport had missed an internal deadline and that the permissions for the next phase of construction could not be issued.

This was because the fire protection system for the connection between the airport and railway station lacked sufficient documentation.

The project management missed a 7 October deadline to announce a definite opening date for the airport.

By the end of , unfinished construction and corrective work indicated that an opening prior to late was unlikely. In January , it became clear that the airport would not open in With Air Berlin missing it became even clearer that the airport will not become a major hub where people connect from one flight to another.

The number of connections you can catch will be immediately reduced and Tegel is too far away to be any help in this regard.

It carried the question whether Tegel should remain open if BER was already in operation. The majority of Berlin's citizens agreed. In response, the airport now planned to erect the "Ryanair terminal" T1E fast-lane.

This would be used as a preliminary main hub even before the main terminal was finished. This may come to fruition at the end of , and the main terminal would be delayed until This highlighted the inadequacies in the handling of fire protection and sprinkler systems.

Construction firms will then be upgraded or downgraded depending on their success from December onward. In January , it was disclosed that the airport head is simultaneously earning a monthly wage and a retirement pension as a former state secretary of the state of Berlin, a situation described as a "scandal" and potentially illegal.

The planned extension of the airport is also a threat to opening in , according to the airport's engineering advisor Faulenbach da Costa.

Even more passengers will arrive through the railway station in the basement. Thus smoke systems need to be adjusted once again, which will take time.

Siemens declared beforehand that it would need the paperwork to complete the suction software. The most significant cause for the continuing delays has been the fire protection and alarm system.

In the terminal building the system was not built according to the construction permit and failed the mandatory acceptance test necessary to open the airport.

FBB proposed an interim solution employing up to human fire spotters, which the building supervision department of the local Dahme-Spreewald district rejected.

The system automatically controls sprinklers, smoke extractors and fire doors. During a fire, smoke would be pumped from the ceiling into a shaft running down and through the basement below the structure.

Achieving this on the scale necessary for this airport is a unique undertaking and so far this elaborate smoke extraction system has not worked as planned.

It emerged that Alfredo di Mauro who designed the fire safety system was not a qualified engineer. While his business cards stated he was an engineer he was actually qualified as an engineering draughtsman.

In the termination notice the company cited "serious defects" in his work and that trust in their relationship was "now finally shattered". The airport company went on to state that Di Mauro's plans would be "disposed of".

The system was to be rebuilt and divided into three areas in order to make it "manageable". The costs of this work was reported as being a nine-digit figure.

Another factor impacting on the construction of the airport was insolvency of general planner Planungsgemeinschaft Flughafen Berlin Brandenburg International pg bbi and the dismissal of the Gerkan, Marg and Partners architects.

Inspectors have uncovered many examples of poor workmanship due to a lack of proper supervision and documentation, most notably concerning the wiring.

Reports have surfaced about cable conduits that hold too many cables or hold cables in incompatible combinations, such as phone lines next to high voltage wires.

To correct this, the demolition of numerous walls may be necessary. The initial design for the main hall, known as "monster" to construction workers, called for a single exhaust system.

By 19 May Siemens had not yet designed the wire harnesses. BBI sought to open the north pier for use by three to ten flights per day as a test, though other parts of the airport would not be operational for some time.

In its assessment report issued on 29 July , TÜV found that some lightning rods were missing and that the back-up generator powering the sprinkler system did not provide adequate power.

One source with the TÜV stated, "What the airport ordered was sufficient for a circus tent, but [if power fails] not for the dimensions of the terminal.

The search for a general planner was eventually stopped in February When Mehdorn testified before the Investigations Commission of the Berlin parliament in March , he stated that redesigns to correct the exhaust system will not be complete until "after the summer break" and that the terminal will not be finished until March or April An immediate halt to all construction efforts in terminal was ordered on 21 September because a collapse of the main roof was imminent.

This was done according to Dahme-Spreewald district's construction supervision. The mortar was found to be inadequate as well. As of 7 February , 24 opaque skylights which can allow smoke to escape in the main gangway required approval.

The opaque skylights are part of the fire exhaustion system. The main construction permission, i.

This would mean all construction work would have to terminate on 23 November A new law, referred to as a "Lex BER", extended the construction permission for ongoing projects.

As of April , the fire exhaustion system has further lapses that will delay a new issuing of the rework permission for the fire exhaustion. The underground railway station needs a redesign for the underground part of the fire exhaustion system.

Incoming or departing trains may suck smoke into the station. As of such, air flow guidance is needed to avoid this effect.

However, the airport cannot decide upon the method itself, permission is needed from Eisenbahnbundesamt. The construction authority of the district of Dahme-Spreewald , Eisenbahnbundesamt and the airport thus need to take part in the redesign effort.

The plans on how to rebuild the underground part will not be finished before June. Thus with no plans the district cannot grant the redesign permission.

As such, the airport cannot start the redesign effort before start July anticipating that the district will shortly check on the plans. As such, the construction process is delayed by at least 8 months.

On 17 April , it became clear that the district will check on the plans intensively. Airport head Mühlenfeld thus publicly demanded that the parties come to grips with their decision.

The plans are just being adapted towards each other and whether they are compatible remains to be seen. On 25 April , Mühlenfeld stated that "surprisingly, demands towards a simulation of the problem are higher than expected.

This means it will take more time to simulate the exact solution for the underground railway station. By May , it had become clear that an expedited approval of the underground station would not happen.

The airport found it disappointing that there was no quick approval of the underground redesign efforts as of 10 June. Instead, the authority stated that a filing for the fifth appendix was incomplete and insufficient.

Chris Halecker decried political pressure from the airport. He is the vice in the hierarchy of Dahme-Spreewald. An 11 October committee session found that motors used to open and close windows do not operate above 30 degrees Celsius and they need to be exchanged.

The roof needs to be opened and the pipes will get exchanged. The beginning of Autumn became the new official opening date. As of May , estimates suggested the airport could open in late or early , but an opening in was not ruled out.

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