機場與航空公司之間的關系中英

1、The Airport - Airline Relationship,機場與航空公司之間的關系,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,機場管理措施,機場商業(yè)化運營 制定合理的商業(yè)規(guī)劃 充分考慮航空業(yè)瞬息萬變的特點：時代變，則形勢變 盡量擴大機場的非航空性收入產(chǎn)生的利潤 機場不僅僅是空地運輸轉(zhuǎn)換平臺 充分認識競爭對手：其它機場以及其它可選交通工具 成本控制：須將壟斷所固有的規(guī)模經(jīng)濟最大化 資本支出 機場擴建須謹慎并非所有機場都能成為超大型機場；資本支出耗費巨大，必須考慮回報 同時還須抓住機遇，拓展航線網(wǎng)絡 資本支出取決于市場需求 機場基礎設施建設始終采取靈活的組合式方法 機場總體規(guī)劃應實事求是，切實可行，不能僅僅是美妙的一紙藍圖

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,低成本型航空公司對機場的需求,對于低成本航空公司來講，價格因素非常重要，但還須考慮其他因素 機場容量與運營環(huán)境 機場24/7 全

6、天候服務設施利用最大化 航班過站時間短（例如，接通/斷開地面電源，滑行時間短） 建立量體裁衣的基礎設施 機場收費 機場相關的收費占其總成本的一大部分 優(yōu)化旅客收費（航空費、值機費、停機費、地勤費等），提高機場設施的利用率 激勵機制，市場推廣等,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,網(wǎng)絡型航空公司對機場的需求,市

8、場網(wǎng)絡型航空公司考慮的主要因素 收益&載運率 專用的基礎設施和品牌策略 機場休息室 專用值機柜臺 快速安檢通道 停機位（登機橋） 機場收費 起降費/旅客服務費 地勤費 折扣與激勵機制 航線網(wǎng)絡 中轉(zhuǎn)連接機會 網(wǎng)絡的寬度與深度 更注重縮短旅客的總體“門對門”旅行時間,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,與航空公司發(fā)展新型關系,經(jīng)濟形勢嚴峻時，航空公司對不可控成本越發(fā)謹慎 燃油 飛機（市場供不應求時） 員工（全球市場） 航空公司無法控

11、制與機場相關的成本，但是可以進行商業(yè)談判 10-15年前，機場成本受制于調(diào)控 如今，航空公司與機場直接談判 新增航線、航班容量和航班頻次由航空公司和機場共同商定 航空公司個性化經(jīng)營提供機遇 航空公司與機場達成的協(xié)議不僅僅包括傳統(tǒng)的服務領域，開辟新領域,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,與航空公司發(fā)展新型關系,與航空公司發(fā)展新型關系給機場提出新的課題 如今，在航空業(yè)中機場應主動尋求市場 航空公司的需求各不相同老牌承運人&低成本型航空公司 航空公司/機場關系的金科玉律：成本公開 機場與航空公司的雙贏 主動合作 共同開辟航線 共同應對當前的經(jīng)濟局勢和環(huán)境問題,Build-up of airline costs,航空公司成本機構(gòu),29,Build-up of airline costs,航空公司成本結(jié)構(gòu),31,Build-up of airline costs,航空公司成本結(jié)構(gòu),Build-up

14、of airline costs,And for Legacy carriers,航空公司成本結(jié)構(gòu),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,機場運營 Vs. 航空公司,IATA 秘書長 (Giovanni Bisignani): “ IATA 并不反對機場私有化，前提是機場管理應更加公開，富有效率，并最終降低機場相關的收費。而私有化也可能導致機場管理效率低下、無法控制的行業(yè)壟斷行為或者補貼混亂問題的出現(xiàn)，

16、對此我們不能容忍。沒有有效的監(jiān)管機制，機場私有化就如同一個印鈔機一樣。,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,機場運營 Vs. 航空公司,航空公司運營根本上有別于機場運營。孰優(yōu)孰劣，無法僅憑簡單的數(shù)字做出判斷,低成本型航空公司,機場,易捷航空: 16,6% 瑞安航空: 27,5,盧布爾雅娜機場: 50% 哥本哈根機場: 61,2007利息折舊及攤銷前利潤率（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 機場企業(yè),前10位 航空公司,名優(yōu)機場和 航空公司運營的對比數(shù)據(jù)（ 2000年,機場運營 Vs. 航空公司,1）機場：英國機場集團，法蘭克福機場集團，哥本哈根機場，維也納機場，蘇黎世機場。 航空公司：奧地利航空，英國航空，漢莎航空，北歐航空，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,機場的激勵機制,機場之間競爭日益激烈 二級機場 VS 一級機場 觀光旅游目的地 樞紐機場 機場需要運輸量 贏利的決定因素 機場運輸量屬于派生需求 激勵機制日漸盛行 為開辟新的服務領域提供支持 善于經(jīng)營是關鍵 誰是受益者？機場能否單獨行動？ 例如，旅游業(yè),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,機場的激勵機制,2001年布魯塞爾機場向歐盟申訴，指出瓦隆地區(qū)政府和沙勒羅瓦機場向瑞安航空提供補貼 2002年究竟是否違反“私有市場的公平競爭原則”，歐盟委員會進行

23、調(diào)查 歐盟委員會認定不存在其它私人機構(gòu)向該航空公司注資。由此，此類補貼屬于政府補貼 但是，歐盟委員會裁定此類補貼并非完全違反歐盟的“透明政策”規(guī)定，因為機場利用率較低將造成對當?shù)厣鐓^(qū)的整體經(jīng)濟損失，而該補貼提升了機場的利用率,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,歐盟指令：航線啟動補貼,鑒于沙勒羅瓦機場事件，歐盟于2006年公布了關于機場融資以及支線機場新增始發(fā)航線的啟動補貼的指導意見 該文件確認： 通常，小型機場接待的旅客人數(shù)（50-100萬）較少，難以平衡收支 位置好、聲望高的樞紐往往中轉(zhuǎn)快捷，還因為已經(jīng)擁有固定的旅客和航班時刻，所以航空公司更愿意固守大型樞紐 缺乏動機，航空公司不愿冒險開辟新建或不知名機場的始發(fā)航線 由此，歐盟委員會允許航空公司在特定情況下接受臨時的公共財政注資 但是，如果新增航班票價低廉（相當于高鐵的票價），則不允許接受補貼,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