1、AirportEcomomicsTheAirport-AirlineRelationship1机场与航空公司之间的关系ConsolidationoftwoairlinemodelsLowcostIncreasingmarketshareinallregionsPoint-to-pointtraffic(hubbypass)butsomeconnectionstooFinancialincentives,speciallybysmallerairportsIntercontinentalairlinesLargeraircraftfo
2、rhub&spokeSmalleraircraftonpoint-to-pointIncreasedderegulationmeansmorecompetitionFewersuper-hubsinlong-term航空公司：两种商业模式并存低成本型航空公司在各地区的市场份额呈上升趋势点对点运行（绕道枢纽），但有时也需要中转财政激励，特别是小型机场洲际航空公司大型飞机，多用于中枢/辐射型航线小型飞机，多用于点对点运行放松管制，竞争愈演愈烈长远看，超大型枢纽将寥寥无几LCC&TechnologydrivechangeNewLCCroutesNewpoint-
3、to-pointroutesarebeingopenedresultingfromlowercoststructureofLCCsLCCsdriveawaylegacycarriers(andassociatedfeedingairlines)asthesecannotcompeteThisputspressureonsmallerhubsastheyloosetheirnicherolesasintra-continentalconnectingpointsSometrafficisalsoerodedfr
4、ommegahubs,particularlyP2PwhichmayshifttosecondaryairportsbutthishelpsbyreleasingcapacityTechnologySmallerlong-rangeaircraftallowsecondarycitiestoopendirectnon-stopintercontinentalroutes,butmainlytomega-hubsLargeraircraftallowcheaperflightsviamega-hubsMega-hubsc
5、onsolidatetheirpositionascontinentalgateways低成本型航空公司&科技引领变革低成本型航空公司开辟新航线运营成本较低，低成本型航空公司不断开辟新的点对点航线低成本型航空公司拥有老牌承运人（及相应的支线航空公司）不具备的优势对小型机场形成压力，小型机场将失去其洲内航线中转节点的重要地位一些航班（尤其是点对点航班）将从超大型枢纽机场撤出，转到二级机场，反而释放了容量科学技术小型远程飞机使得次级城市能够开辟洲际直飞航线，但主要飞往超大型枢纽大型飞机能够提供经由超大型枢纽的廉价航班超大型枢纽巩固其洲际门户机场的地位Allairportsaffec
6、tedbyanewparadigmMega-hubsFewcansurvive-thesewillmainlybethebaseofdominantintercontinentalmega-carriersLargeinvestmentswillberequiredtomaintaindominanceCompetitionataglobalscaleSomecompetitionfromP2PbyGulfcarriersSecondaryhubsDecreasingintercontinentalhubbingSome
7、long-haulP2PIncreasingpressurefromLCCsintheformlowerpricesandalternativesecondaryairportsNeedtoconsiderpossibleimpactfromHST新模式对各类机场的影响超大型枢纽超大型机场将寥寥无几，主要承担大型航空公司的基地职能日常运营耗资巨大全球范围内的竞争海湾航空点对点直航运营带来的竞争压力次级枢纽减弱洲际枢纽功能拥有一些点对点远程直航航线低成本型航空公司的价格低廉和其它可选次级机场的竞争压力逐渐增长需要考虑高铁带来的潜在影响Allairpor
8、tsaffectedbyanewparadigmmInternationalO&DsLowergrowthratesNeedtoattractLCCstomaintaintrafficvolumesMarketshareerosionfromsecondaryairportsPricepressurefromLCCsCompetitionfromalternativetransportmodes(HST)RegionalairportsSevermarginpressurefromLCCsHighercompetition
9、asincreasingnumberofairportsenterthemarketandaimtoattractLCCsCompetitionfromalternativetransportmodes(HST)新模式对各类机场的影响国际O&D机场市场增长缓慢需要吸引低成本型航空公司，以维持业务量次级机场对市场份额的蚕食低成本型航空公司的价格优势其它可选交通工具（高铁）的的竞争支线机场来自低成本型航空公司的价差压力越来越多的机场进入市场，竞相吸引低成本型航空公司，因此竞争更加激烈来自于其它可选交通工具（高铁）的竞争压力ThesituationtodayM
10、ostairports(largeandsmall)tendtooverinvestinordertopositionthemselvesaheadofthecompetitionManyairportinvestmentdecisionsaredrivenmorebypoliticalpressuresratherthancommercialdecisionsMostairports(largeandsmall)donotfullyexploittheircommercialrevenuepotentialMa
11、nysmallairportsdonothavethe“critical”masstogenerateconsiderablenon-aeronauticalrevenueMostsmallairportsandincreasingnumbersofmedium-sizedairportsaretryingtoattractLCCsbecauseoftheconsiderablevolumeoftraffictheygenerateIncreasingcompetitiontoestablishedmega-hubs
12、fromGulfcarriers当前形势多数机场（大型或小型）存在过度扩张的趋势对于很多建设机场的投资决定，政治考虑多于商业考虑多数机场（大型或小型）并未充分挖掘潜在的商业价值很多小型机场未能吸引足够数量的公众，不能创造可观的非航空性业务收入多数小型机场和日渐增多的中型机场力争吸引低成本型航空公司，以期带来可观的业务量。海湾航空承运人对超大型枢纽机场造成的竞争压力Whatcanweexpectintheshort-mediumtermContinuousuncertaintyintheairlinebusiness.Clearcutmodelstop
13、revail:i.e.IntercontinentalandLCCsLessfundingavailableforinvestmentasaresultofGlobalFinancialCrisisandcutsinGovernmentspendingGulfcarriersandairportstoplayanincreasingroleinthemovementofintercontinentaltrafficManyairportsleftwithovercapacityduetooverinvestme
14、nts.Thus,temptationtoreducechargestoattractcarriersHSTtoplayanincreasinglyimportantroleinintracontinentaltraffic近期展望航空公司业务持续存在不确定性因素。当前盛行的商业模式泾渭分明，即：洲际航空公司和低成本型航空公司全球金融危机以及政府开支削减加大了融资的压力海湾航空承运人和机场在洲际运输的地位日益增强过度扩张使得很多机场容量剩余。由此，须减少机场收费以吸引航空公司高铁占有的洲内运输份额日益增加AirportmanagementactionsR
15、ecognisethetruetrafficgenerationpotentialoftheairport:AsanO&Dgateway:drivenbypopulation,GDP/capitaandtourism,amongothersAsatransithub:drivenbythestrengthoftheresidentairlineAsalogisticscentre:drivenbythestrengthofresidentairlines,marketpositionandcompetiti
16、on,andinfrastructurePartnerwiththeairlines:UnderstandtheirparticularitiesastheyarenotallthesameandtherearespecificrequirementsProvidethemwithdifferentiatedfacilitiesspecificallydesignedtomeetairlinesoperationalandfinancialneedsCo-operationratherthanpassiverelation
17、shipIndustrywideissuessuchaseconomicandenvironmentalchallengesdemandincreasingcollaborationbetweenairportsandairlines机场管理措施识别机场业务量增加的潜在因素作为O&D门户港：受人口总量、人均GDP以及旅游业等因素影响作为中转枢纽：受机场基地航空公司状况影响作为物流中心：受机场基地航空公司状况、市场定位和竞争压力，以及基础设施影响与航空公司结成伙伴关系充分认识各个航空公司的具体特点，以及它们的具体需求提供齐全的设施设备,满足各个航空公司运营规模和财
18、力需求变被动为主动，与航空公司寻求合作应对诸如经济形势和环保问题等行业性问题时，要求机场和航空公司加强合作AirportmanagementactionsAirportstoberunasbusinesses:DevelopasensiblebusinessplanUnderstandthechangingandevolvingnatureoftheaviationindustry:whatistruetodaywillnotnecessarilybetruetomorrowMaximizerevenuegenerationpo
19、tentialfromnon-aeronauticalactivitiesAirportsaremuchmorethanair-to-groundexchangeplatformsRecognizethepowerofcompetitors:otherairportsandalternativetransportmeansCostcontrol:maximizetheeconomiesofscaleinherentinamonopolyCapitalExpenditure:Undertakeinvestmentscarefull
20、ynotallairportscanbecomemegahubs;capexisexpensiveanditmustbepaidbackHowever,ifrealpotentialexists,donotdeterioratethestrategicpositionforairlinenetworkdevelopmentCapexshouldbedemanddrivenAlwaystrytoadoptamodularandflexibleinfrastructuredevelopmentapproach
21、Airportmasterplanasaportfolioofrealoptionsinsteadofblue-printforasinglefuture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
22、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WhatLCCswantfromairportsForLCCspriceisimportantbutsoareotherconsiderationsCapacity&operationalenvironment24/7facilitiesassetutilisationmaximisedQuickturn-aroundtimes(egpowerin/powerout,shorttaxitimes)FitforpurposeinfrastructureFees&c
23、hargesAirportrelatedcostsrepresentrelativelylargerpartofoverallcoststructureOptimiseall-upperpaxcharges(aerocharges,check-in,parking,handlingetc)aimedatpromotingefficientuseoffacilitiesIncentiveschemes,marketingcontributionsetc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
25、esDedicatedcheck-indesksSecurityfasttrackGates(airbridges)Fees&chargesLandingfees/passengerfeesHandlingchargesDiscounts&incentiveschemesNetworkConnectionopportunitiesBreadth&depthofnetworkGreateremphasisontheoverall“doortodoor”travelexperienceofthepassenger
27、ecostbasenotcontrolledbyairlinesFuelAircraft(inatightmarket)Labour(inaglobalmarket)Airportrelatedcostsarenotcontrolledbyairlines,however,theyarecommerciallynegotiable1015yearsagoairportcostswereregulatedNowdirectnegotiationbetweenairportandairlinesMostn
28、ewentries,capacityandfrequencyincreasesaretheresultofnegotiationsbetweenairports&airlinesAirlinedifferentiationprovidesopportunitiesAgreementsbetweenairportsandairlinescovermorethanjusttraditionalservices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）航空公司无法控制与机场相
29、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ManagingtherelationshipwiththeairlinesChangeinairlinesapproachcreatednewdisciplineforairportsTodayitpaysforairportstobepro-activeairlinemarketeersDifferentcarri
30、ersrequiredifferentapproacheslegacycarriers&LCCsKeypointintheairlines/airportrelationship:costtransparencyWin/winforairports&airlinesCo-operationwithratherthanpresentationtocarriersJointdevelopmentofroutecasesWorkingtogethertofacecurrentchallengingeconomicou
31、tlookandenvironmentalissues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-upofairlinecosts航空公司成本机构AirportEcomomics292011AirportsCouncilInternational29Build-upofairlinecosts航空公司成本结构AirportEcomomic
32、s312011AirportsCouncilInternational31Build-upofairlinecosts航空公司成本结构Build-upofairlinecostsAndforLegacycarriers.航空公司成本结构AirportperformanceVs.airlines2004performancerelativetotheEuropeanmarketIATAsDGBisignani:“IATAdoesnotobjecttoprivatisationeffortsthatbringgreatertr
33、ansparencyandefficiencytoairportmanagement,andattheendoftheday,lowercharges.Butwehavenopatienceforprivatisationsthatbreedinefficiency,uncontrolledmonopolisticbehaviourorcross-subsidisationoftroubleddevelopments.YoumayhavegivenNaritaalicensetoprintmoney”机场运营
35、bemeasuredandcomparedagainsttheotheronthebasisofafewsimplefinancialindicatorsLCCsEasyjet:16,6%Ryanair:27,5%Ljubljana:50%Copenhagen:61%AirportsEBITDARMargins(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
36、率（EBITDARMargins）AirportperformanceVs.airlinesCashmargin42%12%ROI11%5%Profitmargin12%3%ROE13%7%Top10airportcompaniesTop10airlinecompaniesAirports:BAA,Fraport,CPH,Vienna,Zurich.Airlines:Austrian,BA,LH,SAS,SwissAirportvs.Airlineperformanceforaselectionofcompaniesin2000
37、现金保证金42%12%投资回报率11%5%利润率12%3%净资产收益率13%7%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AirportincentivesCompetitionamongairportsisincreasingSecondaryairportsVs.mainairportsTouristdestinationsHubsAirportsneed
38、trafficKeydriverofrevenuegenerationAirporttrafficisderiveddemandIncentivesarebecomingincreasinglycommonProvidesupportfornewservicesCarefulmanagementiskeyWhobenefitsShouldtheairportactaloneE.g.Tourismindustry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
39、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Airportincentives2001-BrusselsAirportcomplainstotheEUthatanumberofadvantageswerebeinggrantedtoRyanairbyCharleroiAirportandtheWallonregion2002theCommissionlaunchedaninvestigationtodetermineifthiswascompatiblewith
40、the“privatemarketinvestorprinciple”TheCommissiondeterminedthatnoprivateoperatorwouldhavegrantedthesameadvantages.Hence,theseconstitutedStateAidHowever,theCommissiondeterminedthatcertainaspectsoftheaidcouldbecompatiblewithEUtransportpolicybecauseitfacilitatedt
41、hedevelopmentandimproveduseofanunderusedairportthatrepresentedacosttothecommunityasawhole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
42、Directiveonstart-upaidAsaresultoftheCharleroicase,in2006theEUpublishedthe“Communityguidelinesonfinancingofairportsandstart-upaidtoairlinesdepartingfromregionalairportsItacknowledgedthat:smallairportsoftendonothaveenoughpassengervolumetobreakeven(0,51M
43、pax)Airlinesprefertriedandtestedhubsingoodlocationswhichproviderapidconnections,haveanestablishedpassengerbaseandhaveslotswhichtheydonotwishtoloseairlinesarenotalwaysprepared,withoutappropriateincentives,toruntheriskofopeningroutesfromunknownanduntested
44、airportsConsequently,theCommissionacceptsthatpublicaidcanbepaidtemporarilytoairlinesundercertainconditionsHowever,itwillnotbeacceptabletograntaidtonewairroutescorrespondingtoahigh-speedtrainlink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