机场与航空公司之间的关系中英

1、The Airport - Airline Relationship,机场与航空公司之间的关系,Consolidation of two airline models,Low cost Increasing market share in all regions Point-to-point traffic (hub bypass) but some connections too Financial incentives, specially by smaller airports Intercontinental airlines Larger aircraft for hub capex

2、 is expensive and it must be paid back However, if real potential exists, do not deteriorate the strategic position for airline network development Capex should be demand driven Always try to adopt a modular and flexible infrastructure development approach Airport master plan as a portfolio of real

3、options instead of blue-print for a single future,机场管理措施,机场商业化运营 制定合理的商业规划 充分考虑航空业瞬息万变的特点：时代变，则形势变 尽量扩大机场的非航空性收入产生的利润 机场不仅仅是空地运输转换平台 充分认识竞争对手：其它机场以及其它可选交通工具 成本控制：须将垄断所固有的规模经济最大化 资本支出 机场扩建须谨慎并非所有机场都能成为超大型机场；资本支出耗费巨大，必须考虑回报 同时还须抓住机遇，拓展航线网络 资本支出取决于市场需求 机场基础设施建设始终采取灵活的组合式方法 机场总体规划应实事求是，切实可行，不能仅仅是美妙的一纸蓝图

4、,What LCCs want from airports,For LCCs price is important but so are other considerations Capacity & operational environment 24/7 facilities asset utilisation maximised Quick turn-around times (eg power in/power out, short taxi times) Fit for purpose infrastructure Fees & charges Airport related cos

5、ts represent relatively larger part of overall cost structure Optimise all-up per pax charges (aero charges, check-in, parking, handling etc) aimed at promoting efficient use of facilities Incentive schemes, marketing contributions etc,低成本型航空公司对机场的需求,对于低成本航空公司来讲，价格因素非常重要，但还须考虑其他因素 机场容量与运营环境 机场24/7 全

6、天候服务设施利用最大化 航班过站时间短（例如，接通/断开地面电源，滑行时间短） 建立量体裁衣的基础设施 机场收费 机场相关的收费占其总成本的一大部分 优化旅客收费（航空费、值机费、停机费、地勤费等），提高机场设施的利用率 激励机制，市场推广等,What Network airlines want from airports,Market generally the primary consideration for network carriers Yield & load Dedicated infrastructure and branding Lounges Dedicated chec

7、k-in desks Security fast track Gates (airbridges) Fees & charges Landing fees / passenger fees Handling charges Discounts & incentive schemes Network Connection opportunities Breadth & depth of network Greater emphasis on the overall “door to door” travel experience of the passengers,网络型航空公司对机场的需求,市

8、场网络型航空公司考虑的主要因素 收益&载运率 专用的基础设施和品牌策略 机场休息室 专用值机柜台 快速安检通道 停机位（登机桥） 机场收费 起降费/旅客服务费 地勤费 折扣与激励机制 航线网络 中转连接机会 网络的宽度与深度 更注重缩短旅客的总体“门对门”旅行时间,Managing the relationship with the airlines,In a more challenging economic climate, the entire industry has become more cost conscious with a significant portion of th

9、e cost base not controlled by airlines Fuel Aircraft (in a tight market) Labour (in a global market) Airport related costs are not controlled by airlines, however, they are commercially negotiable 10 15 years ago airport costs were regulated Now direct negotiation between airport and airlines Most n

10、ew entries, capacity and frequency increases are the result of negotiations between airports & airlines Airline differentiation provides opportunities Agreements between airports and airlines cover more than just traditional services,与航空公司发展新型关系,经济形势严峻时，航空公司对不可控成本越发谨慎 燃油 飞机（市场供不应求时） 员工（全球市场） 航空公司无法控

11、制与机场相关的成本，但是可以进行商业谈判 10-15年前，机场成本受制于调控 如今，航空公司与机场直接谈判 新增航线、航班容量和航班频次由航空公司和机场共同商定 航空公司个性化经营提供机遇 航空公司与机场达成的协议不仅仅包括传统的服务领域，开辟新领域,Managing the relationship with the airlines,Change in airlines approach created new discipline for airports Today it pays for airports to be pro-active airline marketeers Dif

12、ferent carriers require different approaches legacy carriers & LCCs Key point in the airlines/airport relationship: cost transparency Win / win for airports & airlines Co-operation with rather than presentation to carriers Joint development of route cases Working together to face current challenging

13、 economic outlook and environmental issues,与航空公司发展新型关系,与航空公司发展新型关系给机场提出新的课题 如今，在航空业中机场应主动寻求市场 航空公司的需求各不相同老牌承运人&低成本型航空公司 航空公司/机场关系的金科玉律：成本公开 机场与航空公司的双赢 主动合作 共同开辟航线 共同应对当前的经济局势和环境问题,Build-up of airline costs,航空公司成本机构,29,Build-up of airline costs,航空公司成本结构,31,Build-up of airline costs,航空公司成本结构,Build-up

14、of airline costs,And for Legacy carriers,航空公司成本结构,Airport performance Vs. airlines,IATAs DG Bisignani: “IATA does not object to privatisation efforts that bring greater transparency and efficiency to airport management, and at the end of the day, lower charges. But we have no patience for privatisat

15、ions that breed inefficiency, uncontrolled monopolistic behaviour or cross-subsidisation of troubled developments. You may have given Narita a license to print money,机场运营 Vs. 航空公司,IATA 秘书长 (Giovanni Bisignani): “ IATA 并不反对机场私有化，前提是机场管理应更加公开，富有效率，并最终降低机场相关的收费。而私有化也可能导致机场管理效率低下、无法控制的行业垄断行为或者补贴混乱问题的出现，

16、对此我们不能容忍。没有有效的监管机制，机场私有化就如同一个印钞机一样。,Airport performance Vs. airlines,The airline business and the airport business are fundamentally different. One cannot be measured and compared against the other on the basis of a few simple financial indicators,LCCs,Easyjet: 16,6% Ryanair: 27,5,Ljubljana: 50% Cop

17、enhagen: 61,Airports,EBITDAR Margins (07,机场运营 Vs. 航空公司,航空公司运营根本上有别于机场运营。孰优孰劣，无法仅凭简单的数字做出判断,低成本型航空公司,机场,易捷航空: 16,6% 瑞安航空: 27,5,卢布尔雅娜机场: 50% 哥本哈根机场: 61,2007利息折旧及摊销前利润率（EBITDAR Margins,Airport performance Vs. airlines,Top 10 airport companies,Top 10 airline companies,Airports: BAA, Fraport, CPH, Vienna

18、, Zurich. Airlines: Austrian, BA, LH, SAS, Swiss,Airport vs. Airline performance for a selection of companies in 2000,前10位 机场企业,前10位 航空公司,名优机场和 航空公司运营的对比数据（ 2000年,机场运营 Vs. 航空公司,1）机场：英国机场集团，法兰克福机场集团，哥本哈根机场，维也纳机场，苏黎世机场。 航空公司：奥地利航空，英国航空，汉莎航空，北欧航空，瑞士航空,Airport incentives,Competition among airports is in

19、creasing Secondary airports Vs. main airports Tourist destinations Hubs Airports need traffic Key driver of revenue generation Airport traffic is derived demand Incentives are becoming increasingly common Provide support for new services Careful management is key Who benefits? Should the airport act

20、 alone? E.g. Tourism industry,机场的激励机制,机场之间竞争日益激烈 二级机场 VS 一级机场 观光旅游目的地 枢纽机场 机场需要运输量 赢利的决定因素 机场运输量属于派生需求 激励机制日渐盛行 为开辟新的服务领域提供支持 善于经营是关键 谁是受益者？机场能否单独行动？ 例如，旅游业,Airport incentives,2001 - Brussels Airport complains to the EU that a number of advantages were being granted to Ryanair by Charleroi Airport a

21、nd the Wallon region 2002 the Commission launched an investigation to determine if this was compatible with the “private market investor principle” The Commission determined that no private operator would have granted the same advantages. Hence, these constituted State Aid However, the Commission de

22、termined that certain aspects of the aid could be compatible with EU transport policy because it facilitated the development and improved use of an underused airport that represented a cost to the community as a whole,机场的激励机制,2001年布鲁塞尔机场向欧盟申诉，指出瓦隆地区政府和沙勒罗瓦机场向瑞安航空提供补贴 2002年究竟是否违反“私有市场的公平竞争原则”，欧盟委员会进行

23、调查 欧盟委员会认定不存在其它私人机构向该航空公司注资。由此，此类补贴属于政府补贴 但是，欧盟委员会裁定此类补贴并非完全违反欧盟的“透明政策”规定，因为机场利用率较低将造成对当地社区的整体经济损失，而该补贴提升了机场的利用率,EU Directive on start-up aid,As a result of the Charleroi case, in 2006 the EU published the “Community guidelines on financing of airports and start-up aid to airlines departing from reg

24、ional airports It acknowledged that: small airports often do not have enough passenger volume to break even (0,5 1 M pax?) Airlines prefer tried and tested hubs in good locations which provide rapid connections, have an established passenger base and have slots which they do not wish to lose airline

25、s are not always prepared, without appropriate incentives, to run the risk of opening routes from unknown and untested airports Consequently, the Commission accepts that public aid can be paid temporarily to airlines under certain conditions However, it will not be acceptable to grant aid to new air

26、 routes corresponding to a high-speed train link,欧盟指令：航线启动补贴,鉴于沙勒罗瓦机场事件，欧盟于2006年公布了关于机场融资以及支线机场新增始发航线的启动补贴的指导意见 该文件确认： 通常，小型机场接待的旅客人数（50-100万）较少，难以平衡收支 位置好、声望高的枢纽往往中转快捷，还因为已经拥有固定的旅客和航班时刻，所以航空公司更愿意固守大型枢纽 缺乏动机，航空公司不愿冒险开辟新建或不知名机场的始发航线 由此，欧盟委员会允许航空公司在特定情况下接受临时的公共财政注资 但是，如果新增航班票价低廉（相当于高铁的票价），则不允许接受补贴,EU

27、Directive compatibility criteria,EU airlines Routes must be between EU airports of less than 5 million passengers and other EU airports Aid must only apply to new routes or new schedules that lead to an increase to the net volume of passengers The route receiving the aid must ultimately prove profitable for the airline without public