機場與航空公司之間的關(guān)系中英文PPT學(xué)習(xí)教案

1、會計學(xué)1 機場與航空公司之間的關(guān)系中英文機場與航空公司之間的關(guān)系中英文 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 is expensive and it must be paid back However,

2、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 options instead of blue-print for a single futur

3、e 第15頁/共51頁 第16頁/共51頁 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 costs repre

4、sent 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 第17頁/共51頁 第18頁/共51頁 Market generally the primary consideration for netwo

5、rk carriers Yield & load Dedicated infrastructure and branding Lounges Dedicated check-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 empha

6、sis on the overall “door to door” travel experience of the passengers 第19頁/共51頁 第20頁/共51頁 In a more challenging economic climate, the entire industry has become more cost conscious with a significant portion of the cost base not controlled by airlines Fuel Aircraft (in a tight market) Labour (in a g

7、lobal 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 new entries, capacity and frequency increases are the result of negotiations between air

8、ports & airlines Airline differentiation provides opportunities Agreements between airports and airlines cover more than just traditional services 第21頁/共51頁 第22頁/共51頁 Change in airlines approach created new discipline for airports Today it pays for airports to be pro-active airline marketeers Differ

9、ent 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 ec

10、onomic outlook and environmental issues 第23頁/共51頁 第24頁/共51頁 第25頁/共51頁 第26頁/共51頁 2011 Airports Council International 28 28 第27頁/共51頁 第28頁/共51頁 2011 Airports Council International 30 30 第29頁/共51頁 第30頁/共51頁 And for Legacy carriers?. 第31頁/共51頁 第32頁/共51頁 2004 performance relative to the European market I

11、ATAs 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 privatisations that breed inefficiency, uncontrolled monopolistic behaviour or cross-subsidisa

12、tion of troubled developments. You may have given Narita a license to print money” 第33頁/共51頁 2004年機場運營（相比歐洲航空市場） 第34頁/共51頁 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 indicator

13、s LCCs Easyjet: 16,6% Ryanair: 27,5% Ljubljana: 50% Copenhagen: 61% Airports EBITDAR Margins (07) 第35頁/共51頁 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） 第36頁/共51頁 Cash margin 42%12% ROI 11%5% Profit margin 12%3% ROE 13%7% Top 10 airport companies Top 1

14、0 airline companies (1)Airports: BAA, Fraport, CPH, Vienna, Zurich. Airlines: Austrian, BA, LH, SAS, Swiss Airport vs. Airline performance for a selection of companies in 2000 第37頁/共51頁 現(xiàn)金保證金現(xiàn)金保證金 42%12% 投資回報率投資回報率 11%5% 利潤率利潤率 12%3% 凈資產(chǎn)收益率凈資產(chǎn)收益率 13%7% 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 ）

15、 機場運營機場運營 Vs. 航空公司航空公司 （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 第38頁/共51頁 Competition among airports is increasing Secondary airports Vs. main airports Tourist destinations Hubs Airports need traffic Key driver of revenue generation Airport traffic is derived demand I

16、ncentives are becoming increasingly common Provide support for new services Careful management is key Who benefits? Should the airport act alone? E.g. Tourism industry 第39頁/共51頁 第40頁/共51頁 2001 - Brussels Airport complains to the EU that a number of advantages were being granted to Ryanair by Charler

17、oi Airport and 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 C

18、ommission determined 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 第41頁/共51頁 第42頁/共51頁 As a result of the Charleroi case, in 2006 the EU

19、published the “Community guidelines on financing of airports and start-up aid to airlines departing from regional 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

20、 rapid connections, have an established passenger base and have slots which they do not wish to lose airlines 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

21、 temporarily to airlines under certain conditions However, it will not be acceptable to grant aid to new air routes corresponding to a high-speed train link 第43頁/共51頁 第44頁/共51頁 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 funding The amount of aid must be directly linked to the additional start-up costs of the airline in