Aircraft noise dispute between Switzerland and Germany

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Aircraft noise dispute between Switzerland and Germany (Switzerland)
Red pog.svg
Location of Zurich Airport
5.50 a.m. over the Zollikerberg : Swiss Airbus approaching Zurich Airport

The aircraft noise dispute between Switzerland and Germany is a decade-long dispute that has been discussed at the highest political level since 2000. It is about aircraft noise over municipalities in southern Germany caused by aircraft flying to Zurich Airport in Switzerland .

Both sides declare to strive for a fair distribution of the burden. But the German side counts the number of flight movements and finds it unfair that 90 percent of all approaches lead over German territory (before 2002), while the Swiss side counts the noise pollution according to the people affected. According to this, it is unfair if since 2003 around 210,000 people in Switzerland and 750 people in Germany have had to endure aircraft noise pollution of 50 decibels around Zurich Airport.

After a state treaty negotiated in 2001 was rejected by the Swiss parliament, the German side unilaterally limited the number of overflights in 2003 and completely banned arrivals and departures between 9 p.m. and 7 a.m. Since then, the dispute over aircraft noise has largely taken place within Switzerland in the canton of Zurich and its neighboring cantons of Aargau , Thurgau and Schaffhausen . Instead of counting aircraft movements, the actual strength and duration of aircraft noise exposure is used as a benchmark for distribution, which is politically implemented in the Zurich aircraft noise index .

After Germany insisted on restricting the number of flights for years and rejected new negotiations, the Swiss government, during a visit by Chancellor Merkel in April 2008, achieved that a German-Swiss working group should first create an objective basis for the comparability of aircraft noise exposure.

There are also contacts between the Swiss cantons (AG, SH, TG and ZH) and the state of Baden-Württemberg.

causes

View of Zurich Airport from the south

The largest Swiss airport, Zurich-Kloten, is only about 15 kilometers (as the crow flies) south of the Swiss-German border, which is formed there by the Upper Rhine . The location of the intercontinental airport in the former moorland and military area was determined in 1945, whereby a project in the interior - the central airport Utzenstorf - was discarded. Since 1948 there have been flights in Kloten, with take-offs to the west and south and the less noise-prone landings mainly from the north, which was supported by the topographical conditions and the sparse population. The approaches from the north led over areas of the southern Black Forest and the German communities on the Upper Rhine.

After the end of the Second World War, Switzerland was able to afford to dispose of German airspace in this form - but it is difficult to compare the flight frequencies of that time with today's. Agreements with the German neighbors were not made by either the city or canton of Zurich or the Swiss federal administration .

Since air traffic has increased massively since 1960 and the impairment caused by aircraft noise increased, the resentment of the affected population grew, both in the Zurich Unterland and in the neighboring German districts of the Hochrhein-Bodensee region .

On the German side, tourism in the Black Forest plays an important role . It is the most important recreational region in Baden-Württemberg and the most popular holiday destination among the German low mountain ranges.

Legal framework

On the basis of international law (transit agreement and Chicago Agreement from 1944), passenger planes are allowed to fly in the airspace over the states. The take-off and landing approach to an airport is not included in this, according to a decision by the German Federal Administrative Court . In the opinion of German courts, at least on the basis of international law, there is no right for Switzerland and Zurich Airport to handle their approaches over German territory.

The view of Switzerland that, on the basis of the aviation agreement between Switzerland and the European Community, it would have the right to unrestrictedly carry out landing approaches over German territory, at least for flights between the EU and Switzerland, was denied in the previous court decisions. An application originally made by Switzerland to the European Commission (complaint, June 2003) was rejected by the latter (decision, December 2003) and, in the subsequent legal dispute, by the Court of Justice of the European Union (confirmation of the decision of the Commission, September 2010).

Since the 1950s, due to the proximity of Zurich Airport to the German border, air traffic control, i.e. the exercise of sovereign rights in German airspace, has been carried out by Skyguide on the basis of agreements between the air traffic control authorities, i.e. the Swiss Skyguide and the German Air Traffic Control (DFS) carried out. At the time, Germany made this concession to Switzerland due to the airport's proximity to the border and the resulting advantages in the handling of airport-related air traffic. Due to the fact that the exercise of air traffic control over German territory was transferred to the Swiss Skyguide only on the basis of these agreements and not on the basis of a state treaty , the German state could be made liable for the aircraft collision from Überlingen .

chronology

Agreement on slope 14

Runway system at Zurich Airport

A referendum in the canton of Zurich in 1970 approved the construction of a new runway - runway 14/32. When it went into operation in 1976, residents in the Waldshut district were exposed to more sound, because the orientation of this runway (137 °) leads the landing aircraft directly over the local community of Hohentengen on the Upper Rhine .

Further growth in air traffic and further expansion plans led to legal proceedings, as a result of which an administrative agreement was concluded in 1984 between the German Federal Ministry of Transport and the Swiss Federal Office for Civil Aviation (FOCA). It was planned that not only runway 14, but also runway 16, which also leads north, but over Swiss territory, should be used in a balanced way. In addition, there should be a night's sleep from 10:00 p.m. to 6:00 a.m. Between 10 p.m. and 7 a.m., only runway 16 should be used as a runway instead of runway 14. The corresponding formulations were as soft as wax ("will continue to strive to achieve a more balanced use of the two runways 14 and 16") and were largely ignored after a few years. This led to protests both among the affected German High Rhine communities and among the residents of the Swiss communities from Weiach to Höri , who are also located on runway axis 14 and are sometimes disturbed by aircraft taking off.

In the 1990s, voters in the canton of Zurich spoke out in favor of growth for the international airport, after which the airport was expanded significantly.

In 2000, the Federal Republic of Germany terminated the agreement from 1984. The then Federal Transport Minister Reinhard Klektiven (SPD) gave Switzerland an ultimatum according to which Switzerland should commit to regulating air traffic over southern Germany in a state treaty, otherwise it would German side set the permissible cornerstones in a unilateral regulation.

state contract

Negotiations were then initiated between the Swiss Federal Councilor Moritz Leuenberger , Head of the Federal Department for the Environment, Transport, Energy and Communication , and the German Transport Minister Kurt Bodewig , which were resolved on October 18, 2001 with the signing of an international treaty. According to this contract, Swiss air traffic control would have been able to carry out air traffic control over German territory in the future, but this would have been allowed to handle a maximum of 100,000 arrivals and departures (between 70 and 80 percent of the flight movements at the time) over German territory. Furthermore, a night flight ban over German territory and certain minimum altitudes were planned.

The German Bundestag adopted the Act of Approval for the contract on May 17, 2002, but the German Bundesrat raised an objection and referred this act to the Mediation Committee . The Swiss National Council rejected the State Treaty on June 19, 2002, the Council of States on March 18, 2003. This meant that the ratification of the treaty in the Swiss Parliament failed . Switzerland had previously tried to improve the contract. The German laws procedure was in autumn 2002, with resolution of the 14th German Bundestag of discontinuity fallen.

Above all, Switzerland did not want to accept the limitation of air traffic over Germany and the associated additional noise pollution in Switzerland or a limitation of air traffic in the area of ​​Zurich Airport ( ch-de : « ceiling », from French ceiling ). At this point in time, the Swiss side had legal opinions available that reflected the situation in a more favorable light than it actually appeared according to various court judgments.

Unilateral German regulations

On September 1, 2001, the Federal Republic of Germany unilaterally enacted a statutory ordinance, the 204th Implementing Ordinance (DVO) for the Aviation Regulation (LuftVO), which, after several changes, stipulates stricter parameters compared to the originally negotiated treaty. Particularly on the part of the German districts affected, and here above all from the Waldshut district, which is mainly affected by Zurich aircraft noise in Germany, more stringent rules were demanded and formulated in the “Stuttgart Declaration” in 2009. The ordinance, which came into force in the final version under the title 220th DVO on April 14, 2005, has withstood all judicial reviews in Germany. The action brought by Switzerland against the decision of the EU Commission (2004/12 / EC) that the German DVO does not violate the aviation agreement between Switzerland and the European Union and that the German DVO is discriminatory for Zurich Airport was also launched in 2010 by the European Court of First Instance and rejected in the 2012 appeal by the European Court of Justice .

The final restrictions of the 220th DVO to the LuftVO provide, in addition to the definition of certain minimum flight altitudes, that approaches over German territory may only take place between 7:00 a.m. and 9:00 p.m. on Saturdays, Sundays and the public holidays New Year, Apparition Festival (January 6th), Good Friday, Easter Monday, May 1st, Ascension Day, Whit Monday, Corpus Christi, Day of German Unity (October 3rd), All Saints Day (November 1st), First and Christmas Day, approaches are only permitted between 9 a.m. and 8 p.m. Exceptions are permitted for precisely defined weather conditions and other situations, in particular emergency and exceptional situations, whereby a German air traffic control employee is employed by Swiss air traffic control to determine this situation.

A numerical limit on the number of overflights, as agreed in the State Treaty, is not contained in the 220th DVO to the Aviation Ordinance.

Due to the statutory ordinance, Switzerland is forced to plan the approaches to the airport at particularly unfavorable times from other directions, which in turn leads to massive protests in these areas that have not been affected by aircraft noise.

State of play and outlook

The Swiss side tried continuously to start negotiations with Germany, which should lead to a new state treaty. The German side is also increasingly being made offers to finance transport projects, which in turn aim to relax or abolish the German requirements.

Cranked north approach

2007 - The Swiss are considering a so-called "cranked north approach", which would mean that the aircraft would approach the landing near (1.852 km) the German southern border. If this variant were chosen by the Swiss side, Germany threatened to terminate the agreement on air traffic control over German territory by Swiss air traffic control. Federal Transport Minister Wolfgang Tiefensee (SPD) threatened Switzerland in July 2007 with "air space organizational measures" if it introduced the cranked north approach and did not keep the minimum distance to the border of 2.5 nautical miles (4.6 kilometers).

2008 - The Federal Office for Civil Aviation (FOCA) rejected the application from Flughafen Zürich AG (then also “Unique”) on June 30, 2008, mainly on the grounds that the “cranked north approach” was clearly due to the higher workload of the crews would have a higher accident risk than the already existing ILS approach procedures on runways 14 and 34.

Angela Merkel in Switzerland

2008 - On April 29, 2008, Chancellor Merkel made a state visit to Switzerland. No solution was found during the talks during this visit either, in a subsequent interview with the Swiss Federal Council / Head of Department and Swiss Federal President (for the year) Pascal Couchepin and German Chancellor Angela Merkel, it was said that the process should start all over again. Merkel refused the offer - in terms of planning, financially and politically unsecured domestically - to promote German traffic projects in return for the lifting or relaxation of the German approach restrictions, such as a route of the A 98 over Swiss territory.

2015 - The still unsolved aircraft noise dispute between Switzerland and Germany was not an issue during Angela Merkel's working / state visit in September 2015.

Joint noise measurements

2009 - On October 29, 2009, the joint noise measurements were published. The noise exposure data provided the following cumulative results:

People affected by noise

  • During the day:> 54 dB, Switzerland: 86.066 / Germany: 0
  • During the day:> 45 dB, Switzerland: 490.547 / Germany: 24.292
  • At night:> 40 dB, Switzerland: 152.715 / Germany: 0

Noise-affected overnight stays (tourism)

  • During the day:> 54 dB, Switzerland: 678,539 / Germany: 0
  • During the day:> 45 dB, Switzerland: 2,028,153 / Germany: 48,679
  • At night:> 40 dB, Switzerland: 670.301 / Germany: 0

Switzerland must / should now submit a proposal to Germany on how the problem should be solved.

Decision of the EU Commission and the General Court

2010 - After the legal defeat before the European Court ( ECJ ) that the decision of the European Commission confirmed, has set up a broader discussion on the future strategy for negotiations with Germany in Switzerland and the Swiss media. While (for example) the NZZ is on “don't despair” and continues to rely on an economic-political strategy, the Tages-Anzeiger (for example) takes Swiss politics hard and only sees a solution to the aircraft noise dispute in one way: “The government and parliament of the federal government and the canton of Zurich must finally realize that no country is obliged to take on the noise of another. Regardless of whether it exceeds limit values ​​or not ”.

Switzerland-Germany working group

2011 - After the negotiations in the Switzerland-Germany Joint Working Group on aircraft noise dragged on for months without any noticeable movement, the need was increasingly seen in Germany to adapt the 220th DVO unilaterally in the interest of the southern German population if no negotiated solution was found by the end of 2011 comes about.

Davos declaration of intent

2012 - The protagonists are the declaration of intent signed by the Swiss Federal Councilor / Head of Department Doris Leuthard (and Swiss Federal President for 2010) and the German Federal Minister Peter Ramsauer on January 28, 2012 in Davos on the sidelines of the WEF for the start of state treaty negotiations to resolve the aircraft noise dispute of the dispute in southern Germany and Switzerland surprised and irritated. Both the political representatives in the Waldshut district and the political representatives in the canton of Zurich see each other as being “ripped off” and predict a possible failure of a state treaty.

In response to the indignant and massive pressure from South German politicians, Federal Minister Ramsauer once again declared that the basis for negotiations between the Federal Republic of Germany and Switzerland was the “Stuttgart Declaration” ( 2009 ).

state contract

The state treaty negotiations between Switzerland and Germany have already reached a dead point in the second round of negotiations due to seemingly irreconcilable positions that threaten their failure and unilateral measures by Germany to tighten the 220th DVO. The German negotiating delegation once again made it clear in the negotiation round that it is not prepared to make concessions on the approach restrictions during the off-peak times.

On July 2, 2012, the German-Swiss negotiating delegation for the public on both sides of the Rhine agreed surprisingly quickly on a state treaty. The state treaty between the Federal Republic of Germany and the Swiss Confederation on the effects of the operation of Zurich Airport on the territory of the Federal Republic of Germany - like the lack of a verb in Article - which was initialed with a rather hot needle in the final phase of the negotiations after the South Baden district administrators had left 1 No. 2 and the incorrect reference in Article 1, Paragraph 4 of the treaty show - met with broad rejection from local politicians and citizens' initiatives in Germany and Switzerland, with ratings such as “treason” and “barons of lies” showing the disaffection with the compromise.

The compromise found essentially includes from 2020 a significant extension of the closure times in favor of southern Baden in the evening (from 6 p.m.), the (non-contractual) obligation of Switzerland to align the operating regulations during the closure times to approaches to the east and the necessary expansion measures on the runway system of the Airport. The extension of the closing times in the evening would lead to a reduction in the number of approaches over southern Baden in the order of 20 to 25 thousand flights per year. In the State Treaty, Germany waived a numerical limit on the number of approaches and grants Switzerland approaches from 6.30 a.m. on weekdays, while the closure times in the noise-sensitive times on weekends and on public holidays remain in full. The option contained in the interstate treaty of introducing the “cranked north approach” from 2020 is viewed with more skepticism in terms of the chances of realization even in Switzerland and is viewed more as a “sedative pill” for the south. In Swiss media comments, the result of the negotiations is not seen as a victory, but as a mortgage for the airport and the canton of Zurich.

The State Treaty was ratified by the Swiss National Council and Council of States in June 2013. Ratification is still pending in the German Bundestag; the German Transport Minister presumably did not bring the contract to the Bundestag before the new elections in 2017.

A majority is doubtful anyway, so all MPs from the state of Baden-Württemberg are unanimously against it.

Transport forum

In the summer of 2015, Carmen Walker Späh , Zurich's director of economics, and Winfried Hermann , the Minister for Transport and Infrastructure in Baden-Württemberg , agreed to hold a “Transport Forum” in Zurich in 2016 - on the still open question of approaches to the north of the nationally important airport of Zurich .

Web links

chronology

(1984–2012)

Davos declaration of intent

Aircraft noise, aircraft noise immissions - information, maps

Federal Office of Civil Aviation ( FOCA , bazl.admin.ch)

Zurich Airport (flughafen-zuerich.ch)

  • Noise, Politics & Environment - Climate Protection (Climate & Energy); Politic and economy; Noise management (including noise monitoring); environmental Protection

Canton of Zurich, Civil Engineering Office (tba.zh.ch)

Canton of Zurich, Department of Economics (vd.zh.ch)

City of Zurich, Health and Environment Department (stadt-zuerich.ch/gud)

  • What is the city doing - info, overview; Which regulations have a significant impact on aircraft noise around Zurich Airport ?; How can the City of Zurich influence these regulations? (legal, political)
  • Who is affected - info, overview; Aircraft Noise Report 2010 (PDF)
  • South approach - info, overview; The urban district 12 and the "southern approach lane 12" (PDF); How much noise do the southern approaches in District 12 generate ?; The aircraft noise must be assessed with average noise levels; Detailed sound level curve during a day at the Hirzenbach measuring station

City of Zurich, media releases

Zurich University of Applied Sciences ( ZHAW , zhaw.ch)

Aircraft noise opponents, noise protection

(Airport Zurich)

Switzerland

Noise protection in Switzerland

  • Cercle Bruit Schweiz / Suisse / Svizzera - Association of cantonal noise protection experts / groupement des responsables cantonaux de la lutte contre le bruit / associazione dei responsabili cantonali per la prevenzione dei rumori (de, fr, it), cerclebruit.ch

Germany

Statements from Germany

state contract

Stuttgart Declaration

(Position of the South Baden district administrators)

Negotiations between Switzerland and Germany

Canton of Zurich, Department of Economics (vd.zh.ch)

Individual evidence

  1. ^ Tourism areas , Hans Gebhardt, in: Landeskunde Baden-Württemberg , State Center for Political Education, accessed on September 22, 2014.
  2. ↑ Case T-319/05, on this overview and course of proceedings at dejure.org; accessed on May 26, 2013.
  3. ↑ a b Case law of the Court of Justice on the file number = T-319/05. InfoCuria; accessed on May 26, 2013.
  4. ↑ a b Judgment in the case T-319/05 (PDF, 83 kB) press release of the ECJ of 9 September 2010; accessed on May 26, 2013.
  5. ↑ Answer of the Federal Government (PDF, 226 kB) to a small question in the German Bundestag, January 5, 2005; accessed on May 26, 2013.
  6. ↑ Press release from the BMVBW on the treaty between Germany and Switzerland of October 18, 2001: Federal government signs treaty on Zurich Airport with Switzerland - night flight ban from October 19 ( memento of the original from October 19, 2007 in the Internet Archive ) Info: The archive link was inserted automatically and not yet tested. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot / www.fluglaerm-eppstein.de
  7. ↑ Dispatch of the Swiss Federal Council - Dispatch on the contract between the Swiss Confederation and the Federal Republic of Germany on the implementation of air traffic control by the Swiss Confederation over German territory and on the effects of the operation of Zurich Airport on the territory of the Federal Republic of Germany of March 8, 2002 (PDF ; 173 kB)
  8. ↑ A chronology of the dispute over the approaches to Zurich Airport: A quarter of a century in a clinch with Germany (1984–2012), (sda), NZZ January 28, 2012
  9. ↑ The chronology of the aircraft noise dispute: The dispute between Switzerland and Germany over aircraft noise at Zurich Airport has been smoldering for over a quarter of a century. See the stages here (1984–2012), (tno / aho / sda), Handelszeitung July 2, 2012
  10. ↑ (dead link) Chronology: A quarter of a century aircraft noise dispute , Swiss radio and television
  11. ↑ (dead link) [German] Bundesrat rejects ratification law  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. , Press release 147/2002 of June 21, 2002@1@ 2Template: Toter Link / www.bundesrat.de  
  12. ↑ Air transport agreement failed , (bsk / sda), news.ch, March 18, 2003
  13. ↑ State Treaty: Exploratory Talks Switzerland-Germany ( Memento of the original from November 23, 2015 in the Internet Archive ) Info: The @1@ 2Template: Webachiv / IABot / www.bazl.admin.ch archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. , FOCA press release , Bern March 12, 2003
  14. ↑ (dead link) Legal opinion for Zurich Airport , Max Planck Institute for International Law 2001
  15. ↑ Private report for the Max Planck Institute for International Law: Legal report for Zurich Airport , in: IX. Knowledge transfer activities, activity report for 2001
  16. ↑ (proof, source?)
  17. ↑ a b “Stuttgart Declaration” ( memento of the original from November 18, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (Position of the South Baden district administrators) - Declaration by the politically responsible in South Baden on the air traffic load from Zurich Airport , Stuttgart, November 25, 2009 (PDF; 14 kB) @1@ 2Template: Webachiv / IABot / www.landkreis-waldshut.de
  18. ↑ Contents of the 220th DVO of the LuftVO ( Memento of the original from September 27, 2013 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 40 kB), May 4, 2005 @1@ 2Template: Webachiv / IABot / www.fluglaermschutz.ch
  19. ↑ Documents of the Federal Administrative Court (BVerwG) from May 2005
  20. ↑ Websites of the aircraft noise opponents, overview and links (Switzerland and Germany) - Air traffic - Aircraft noise: Protection associations and forums against approaches from the south; Supraregional protection associations and forums; Other protection associations and forums; Municipalities and regions; Various; Germany
  21. ^ The long way to a cranked north approach to Zurich , Heinz Wipf, NZZ October 30, 2007
  22. ↑ nzz.ch Article NZZ
  23. ↑ District Administrator Bollacher: Cranked northern approach not acceptable , press release of the District Administrator of the Waldshut district, May 3, 2007
  24. ↑ Zurich Airport: Order: Amendment of the provisional operating regulations and approval of a new approach procedure (cranked north approach) , Federal Department of the Environment, Transport, Energy and Communication DETEC, Federal Office of Civil Aviation FOCA, 30 June 2008
  25. ↑ Bern and Berlin reactivate traffic working group: Timid new beginning in the aircraft noise dispute , sda / NZZ April 29, 2008
  26. ↑ Noise pollution analysis : Page no longer available , search in web archives: Part 2: Evaluation of the project subgroup on behalf of the German-Swiss working group at Zurich Airport@1@ 2Template: Dead Link / www.bazl.admin.ch , FOCA October 29, 2009
  27. ↑ Noise pollution analysis : Part 2: Evaluation of the project subgroup on behalf of the German-Swiss working group at Zurich Airport , on the web of the “Verein Flugschneise Süd - NEIN”, vfsn.ch
  28. ^ Concentration on the economic and political parquet , Adrian Krebs (ark.), NZZ September 9, 2010
  29. ↑ New hope in the aircraft noise dispute: Another mistake would be one too many , Liliane Minor, Tages-Anzeiger , September 10, 2010
  30. ↑ Another meeting of the Switzerland-Germany working group on aircraft noise ( memento of the original from November 23, 2015 in the Internet Archive ) Info: The @1@ 2Template: Webachiv / IABot / www.bazl.admin.ch archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. , Media information FOCA , Bern, March 15, 2011
  31. ↑ Page no longer available , search in web archives: Switzerland-Germany working group on aircraft noise: possible options explained@1@ 2Template: Dead Link / www.bazl.admin.ch , media information FOCA, Bern 13 September 2011
  32. ↑ Letter from Gisela Splett, State Secretary, Ministry of Transport and Infrastructure Baden-Württemberg, to Peter Ramsauer, Federal Minister and Member of the Bundestag ( Memento of the original from November 18, 2015 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. from July 5, 2011 (PDF; 1.3 MB) @1@ 2Template: Webachiv / IABot / www.landkreis-waldshut.de
  33. ^ "Davos declaration of intent" - declaration of intent between the head of the Federal Department for the Environment, Transport, Energy and Communication of the Swiss Confederation and the Federal Minister for Transport, Building and Urban Development of the Federal Republic of Germany , on admin.ch (PDF; 54 kB)
  34. ↑ Everyone is mad at Ramsauer , pk / rog, Badische Zeitung , January 30, 2012
  35. ↑ Zurich parliamentarians are skeptical of the aircraft noise declaration of intent: This treaty is also threatened with rejection , Andreas Schürer, NZZ January 29, 2012
  36. ↑ Ramsauer: Stuttgart Declaration is the basis - unilateral tightening still possible , message from Bundestag members Thomas Dörflinger (Waldshut), Andreas Jung (Konstanz) and Siegfried Kauder (Schwarzwald-Baar), January 30, 2012
  37. ↑ Switzerland covers its ears: Negotiations with Switzerland have come to a dead end , Uli Fricker, Südkurier , April 5, 2012
  38. ↑ Aircraft noise negotiations are practically at a standstill - at the beginning of the year there was great euphoria about a foreseeable agreement in the aircraft noise dispute with Berlin. Now it is clear : The Swiss delegation came across granite in Germany , (kpn), Tages-Anzeiger , April 8, 2012
  39. ↑ district administrators from South Baden: Political dodges accompany compromise to Zurich aircraft noise , Wulf Rüskamp, Badische Zeitung , July 2, 2012
  40. ↑ State Treaty, initialed July 2, 2012 - initialed version dated July 2, 2012: Treaty between the Federal Republic of Germany and the Swiss Confederation on the effects of the operation of Zurich Airport on the territory of the Federal Republic of Germany (PDF; 130 kB)
  41. ↑ The dispute over aircraft noise in South Baden continues despite the state treaty. Politicians and citizens' initiatives feel that they are "betrayed and sold" by the federal and state governments , (dapd-bwb), Die Welt , July 5, 2012
  42. ↑ Compromise in the aircraft noise dispute: Cantonal council can block runway expansion , Andreas Schürer, NZZ July 4, 2012
  43. ↑ Breakthrough in the aircraft noise dispute with Germany , Tages-Anzeiger // Newsnet July 2, 2012
  44. ↑ Skyguide has strong doubts about the benefits: Critical questions about the cranked north approach , Hanspeter Mettler, NZZ July 4, 2012
  45. ↑ Not a victory, but a mortgage , Liliane Minor, BaZ July 2, 2012
  46. ↑ The new Zurich economics director on transport: “We have to discuss mobility more broadly” - After 100 days in office, Carmen Walker Späh sees herself as a lobbyist for Zurich's interests in federal Bern and southern Germany. She wants to tackle differences with the city of Zurich constructively , NZZ September 5, 2015
    (see also: Canton Zurich and Baden-Württemberg want to work more closely together on transport issues , joint media release by the     Department of Economics [Canton Zurich] and the Ministry of Transport and Infrastructure Baden-Württemberg , October 31, 2011)