RESTRICTEDWORLD TRADE
ORGANIZATIONS/C/W/200
3 October 2001
(01-4750)
Council for Trade in Services
EXECUTIVE SUMMARY OF THE DOCUMENTATION PREPARED FOR THE
FIRST TWO SESSIONS OF THE REVIEW MANDATED UNDER
PARAGRAPH 5 OF THE AIR TRANSPORT SERVICES ANNEX
This document has been prepared at the request of the Council for Trade in Services.  It
provides an executive summary of documentation prepared by the Secretariat in the context of the
review mandated by paragraph 5 of the Ai r Transport Annex (S/C/W/163, S/C/W/163/Add.1,
S/C/W/163/Add2).  Tables setting possible classification correspondences with CPC, which are an
essential part of this documentation, have been compiled in an annex.
I. AIRCRAFT REPAIR AND MAINTENANCE SERVICES
1. ICAO data shows a steady growth over recent years in the proportion of Maintenance Repair
and Overhaul (MRO) costs among total airlines operating costs.  This can probably be attributed to
the tightening of safety policies and even more to the tightening of their implementation.Additionally, forecasts also project high growth rates into the future.  Commercial aviation is not the
only customer of the MRO industry:  there are also general aviation and military aviation (US$3.5
billion of revenue in one estimation).  One may also note the economic importance of line
maintenance (US$5.3 billion), which is currently excluded from the scope of the Agreement.
2. There are different types of MRO providers:  airlines subsidiaries, independent providers and
Original Equipment Manufacturers (OEM), who may be engine makers, aircraft manufacturers, or
avionics manufacturers.  These actors tend to increasingly form joint operations.  The economicdevelopments in the sector exhibit regional variations.  In Europe, the consolidation has been centered
around airline subsidiaries (e.g. SR Technics, Lufthansa Technik and Air France Industries).  Those
airline subsidiaries have begun to work very early for other airlines rather than their parent company
("third-party activities").  In North America, and in the United States in particular, airlines have
maintained strong in-house maintenance divisions and tend to use third-party MROs only in thebusiest periods.  In Asia too, all major airlines have invested heavily in in-house maintenance
facilities and Asia.  In addition the growth of Asian markets and the presence of a qualified and
relatively low cost manpower have made Asia and especially China, appear as attractive markets for
joint-ventures.
3. In terms of modes of supply, mode 2 (because of the mobile nature of planes and the
importance of foreign-based customers) and mode 3 (because of the heavy investment required) are
essential for this activity, but technological evolutions have also led to a growing importance in trade
conducted electronically under modes 1 and 2 (e.g. tele-diagnosis), while a shortage of qualified
manpower has made mode 4 more important than it used to be.
4. The main regulatory developments that have occurred during the period 1993-2000 are linked
to safety considerations, of which maintenance is an essential parameter.  These safety regulations
have sometimes generated trade frictions.  At a universal level, the major development has been the
inception of two major safety oversight programs by ICAO in 1994 and 1998.  In the United States,S/C/W/200
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the Federal Aviation Administration (FAA) put in place in 1992 an International Aviation Safety
Assessment (IASA) programme, which assesses the safety oversight of foreign carriers serving, or
willing to serve the United States.  In Europe, the Safety Assessment of Foreign Aircraft (SAFA)
programme, whose philosophy is comparable to  the IASA programme, was created in 1997.
5. One may note a clear movement of regulatory convergence (harmonization and mutual
recognition) notably between the FAA and its European counterpart, the Joint Aviation Authorities
(JAA).  In a similar move, six Central American States concluded the Ilopango Agreement in June
1996, which committed them to the adequate implementation of homogeneous inspection procedures
for which the agreement established an Aeronautical Technical and Operational Inspection Service to
assist them in the task.  Also in this region, the Andean Committee of Aeronautical Authorities
conducted consultations with the United States on the implementation of the IASA programme
in 1995.  The Latin American Civil Aviation Commission signed a coordination agreement inSeptember 1998 on safety oversight issues with ICAO.  In Asia, in April 1996, the transport ministers
of the member States of the Asia Pacific Economic Cooperation (APEC) established a group of
experts on aviation safety which issued five recommendations in 1997.  Australia undertook in 1997
to harmonize unilaterally its safety rules with those of the FAA.
II. COMPUTER RESERVATION SERVICES (CRS)
6. The inseparability of CRS services and CRS providers that existed in 1993 has disappeared.
On the one hand, CRS providers are now providing other services, such as non-air transport bookings
("GDS" Global Distribution Services) travel agent services, computer services or even telecom
services.  On the other hand, since the definition of CRS is not entirely clear and does not for instance
require that the information contained in the system cover all airlines, the activities of travel agents,airlines, airline alliances and others who have begun to offer on-line bookings and tickets could
possibly be classified as CRS services.
A. CLASSICAL CRS
7. Five main economic developments have characterized the classical CRS over the period
1993-2000:
8. Firstly, the concentration of the sector which now has only four global operators left out of a
dozen operators (Sabre, Galileo, Amadeus and Worl dspan), one strong regional actor (ABACUS) and
two notable local systems (Infini and Topaz).  All regional and local actors being somehow linked to
the global players.
9. Secondly, their expansion has been fuelled by geographical expansion and by an increasingly
challenged price model.  CRS services are now available in more than three quarters of the ICAO
member States, but not necessarily in the form of a national marketing company which seems to showthat mode 3 is not the only relevant mode for CRS but that mode 1 plays a central role in countries
where no national marketing company has been set up.  The US market alone accounts for more than
30% of a market valued at US$5 billion a year.  The only global data available on market shares gives
Amadeus 34%, Galileo 28%, SABRE 24%, and Worldspan 13% of the market.  The respective
strength of the five  major players on the regional markets is also extremely variable.  Until recently,
the pricing system of CRS, a flat fee of about US$10-12 per segment booked, guaranteed an activity
to CRS indexed on the volume of air traffic that was in any case growing.  The emergence of
alternative cheaper distribution channels for airlines (who in addition do not have anymore vested
interests in CRS)  may in the near future  threaten this traditional price model.
10. Thirdly, CRS have extended their activities to other types of transport such as rail, ferry
tickets or car rental, but also more widely to travel-related activities such as hotels, resorts, cruises,S/C/W/200
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tour operator packages, or leisure activities such as opera, cinemas and theatre tickets, or even to non-
travel activities such as insurance which altogether account for about 10% of their activities.  They
have therefore become "Global Distribution Systems"(GDS).
11. Fourthly, airlines which were the initial owners of CRS have massively divested and CRS
have been the object of initial public offerings.  Several factors have triggered this trend:  theownership of a CRS system has become less important as a means of channelling clients with the
progressive improvement of codes of conduct (U S, EU, ECAC, ICAO) that have forbidden certain
unfair practices;  the trend has switched back to the concentration on the core business of air transport;
new channels of distribution have emerged that ha ve diminished the weight of the CRS and that do
need cash injections in order to be developed and controlled by airlines (see below).  A final reason
for spinning off, was that the growth of software activities and of out-sourced system management
activities recently developed by CRS providers for other airlines was hampered by the fear on the partof airline-customers that their confidential informa tion was running the risk of being disclosed to the
airline parent company of the CRS provider.
12. Fifthly, the predominant role of traditional CRS provider in the issuing of air transport tickets
has been eroded and CRS have subsequently diversified into other electronic travel activities
("downstream": virtual travel agencies, link with enterprise resources planning software, "upstream":IT services including booking, website creation and management, hardware and telecoms).
13. On the regulatory side, several codes of conduct or legislation regarding biased access to CRS
screen and reciprocity provisions have been amended or adopted:  ICAO code of conduct (1994-1996,
revision);  European Communities (1999, revision);  European Civil Aviation Commission (2000,
revision);  Canada (1995, adoption);  Australia (1996, revision) and the United States (ongoingrevision since 1997).  As a result of several complaints to the United States and European regulatory
authorities on their booking practices, CRS providers have begun to amend their policy, notably by
abolishing the charging of fictitious and duplicate bookings and by changing their incentives policy
towards travel agents.
14. From a GATS point of view when acting as a booking engine behind a travel agency website,
a distributor website, an airline website, an alliance website or a multi-airline portal, CRS providers
are still providing CRS services.  But as travel agency websites, distributor websites, airlines
websites, alliance websites and multi-airline portals provide on-line bookings and reservations, the
question arises as to whether they could also be considered as new forms of CRS providers.
B. NEW FORMS OF CRS
15. Online travel distribution has emerged during the period 1993-2000 as an alternative to the
two classical circuits of bookings (travel-agent-CRS on the one hand, direct sales by the airlinethrough ticket offices or call centers on the other).  This area has expanded rapidly, for example with
the emergence of:  the first dedicated network bypassing travel agents (Electronic Travel Distribution
Network, ETDN) in 1993;  the first purely international website produced  by airlines, CRS providers
and certain travel agents in 1995;  the appearance  of yield management techniques in 1996;  the
creation of the two leading virtual travel agencies (Travelocity and Expedia) in the same year;  thefirst standardisation of the identification of electronic booking by IATA in 1997;  the first "name your
price" service in 1998;  the first online check-in facilities in 1999 and first multi-airline portals
(Orbitz) in 1999.
16. From an economic perspective this remains a marginal market (between 1 and 3% of the total
market) but its rates of growth have so far been in double digits.  Some observers foresee amultiplication by 8 in five years from US$2.2 billion turnover in 1998 to 16.6 in 2003.  One can note
a progressive decline in the dominance of travel agents (85% in 1993, 75% in 1996, 52% in 1999) inS/C/W/200
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favour of airlines (15% in 1993, 25% in 1996 and 46% in 1999) on this market.  Five types of online
travel providers can be distinguished:
(a) Virtual travel agencies:  these websites are powered by a CRS engine and owned by various
actors such as CRS providers, travel agents, banks, software companies etc.  Airlines which see them
as rivals for the conquest of the low-cost distribution market tends to impose stricter contractualconditions on them than the ones granted to their physical counterparts.  This market although
relatively new is already concentrated:  the firs t five companies accounting for 73% in the United
States and the first six for 53% in Europe.  Airlines tends to invest heavily in these companies (e.g.
travelprice.com) as they did twenty years ago in CRS.  The market remains largely unstable.  It
follows the general tendencies of the new economy and therefore faces potential recession.  The
economic viability of their model is still not completely proven.
(b) Airline websites: as of January 2000, only 40% of the airlines offered online booking
facilities  but 37% more were planning to offer this facility in the next two years.  It is worth noting
that airlines frequently rely on several websites, segmenting them by the type of customers and by
geographical location.  Low-cost carriers rely heavily on these types of bookings (over 50% of the
bookings for Easyjet but only 1 to 3% for classical scheduled airlines which are nevertheless planningto reach 30 % in the coming years).  It should be noted that even though these websites are visited by
millions of customers, the hits only translate into thousands or tens of thousands of actual bookings.
The main advantage of these sites for airlines is their low distribution cost (around US$6 per ticket
versus US$13 by a call centre, and US$23 through a travel agent) and the possibility of optimizing the
load factor of planes by using yield management and "push" techniques and auctioning the last few
remaining tickets at marginal prices.  In addition, visits and bookings allow the gathering of
information, which can then be used at a later stage for web mining marketing techniques.  In terms of
tickets sold, certain airlines' websites only sell their own tickets, while others also sell tickets for
allied companies (e.g KLM).  Some airlines sell tickets for nearly every airline, as well as for car
rental and tour operators (e.g. Lufthansa Infoflyway and United.com).  This last case makes airlines'activities extremely close from traditional CRS ones.  For these universal sellers the same question of
neutrality of the displays arises, as well as the question of their GATS qualification (for instance in
the case of cross-selling tickets under a common brand).
(c) Alliances websites:  these websites are a logical result of the alliance strategies.  So far they
have not been integrated evenly, Star Alliance being as always the most advanced.  Those websites
which are dedicated to the alliance products do not face a problem of neutrality of the displays and ofcodes of conduct.  The question of their coverage in GATS terms, both by CRS commitments and by
selling and marketing commitments does arise.
(d) Multi-airline portals:  Multi-airline portals could be the next major development in the area of
on-line travel distribution, but they have not yet come into operation.  Their shareholders are groups
of airlines (belonging to various alliances and grouped generally on a regional basis), their operators
are traditional CRS providers and they sell the tickets of all airlines available.  Four portals have been
announced already two in the United States (Orb itz and Hotwire), one in Europe (Online Travel
Portal) and one in Asia (yet to be named).  They face strong regulatory challenges by travel agents
who fear, in particular, that certain special fares may only be posted on the website of the portals andnot be available to them.
III. SELLING AND MARKETING
17. Selling and marketing in the sense of the Annex means the sale by the air transport carrier
itself of its tickets.  These direct sales represent on average approximately 15-20% of the sales.  Ofthese direct sales approximately 5% are made in electronic form and 95% by the classical means of
call centers and ticket offices at airports and city centers.  These figures may however change as mostS/C/W/200
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airlines are planning to double their direct sales and to switch 30 to 40% of their direct sales online in
the next five years.  Low-cost carriers such as Easyjet in Europe and South West in the United States
have already reached these figures.  The economic and regulatory developments online sales have
been covered, to a large extent, by preceding developments on CRS.
18. The most noticeable evolution of the selling and marketing sector as a whole is the
development of electronic ticketing, i.e. a simple printable confirmation which avoids the cost of
issuing a paper ticket.  This evolution is more advan ced in the United States than in the rest of the
world but will probably become a universal practice since IATA, in particular, is working to establish
common standards.  Another noticeable evolution is the development of sophisticated personalised
marketing techniques such as customer relation management (CRM), webmining, yield management
and frequent flyer programs.
IV. FRANCHISING
19. Although there is not a single commonly agreed definition, the following definition put
forward by the CEAC is considered by the profession to adequately reflect this activity.  "Airline
franchising is a commercial practice under which one airline ("the franchisee") purchases the right to
assume the public face or brand of another ("the franchisor"), together with the brand's associated
services, intellectual property and know-how.  Elements of the brand include aircraft livery andinterior, crew uniforms, and flight designator code.  Services include the sales and reservations
operations of the franchisor, access to its frequent flyer programme, and revenue accounting.  The
franchisee airline abandons its own public identity for all services operated under the franchise but
continues to operate under its own AOC (aircraft ope rating certificate) and to maintain its operational
identity and independence."
20. In practice, franchising tends to be used essent ially in relation to an international flag carrier
and a regional airline.  Most often, regional franchise carriers operate feeder routes that link smaller
communities and secondary airports to the franchisor's international hub airport and do not compete
directly with the franchisor.  However, the regional franchise airlines may, and often do, operate
across international borders (e.g. across European borders).  Additionally, a regional franchise airlinecan be linked to the major carrier in remote loca tions, as the British Airways franchisee  Comair does
in South Africa.
21. It is therefore necessary to highlight that although in one sense a franchise airline is virtually
identical to a regional airline, it is the purpose of  the actual franchise to differentiate the two types of
corporations.  A franchise is ultimately for the dissemination of a brand identity to a broader market
and is therefore primarily a marketing tool not unlike other franchises (e.g. Body Shop, McDonalds
etc).  A franchise does not alter underlying traffic rights for either corporate partner, nor doesfranchising arbitrarily affect or alter established route structures.  Moreover, franchising does not
change the number of slot allocations for either the franchisee or the franchisor and each must have
their own aircraft operating certificate (AOC).  In s hort, all the traffic right elements that exist for an
independent airline remain intact during the life of the franchise.  The same argument does not hold
true for wholly or partially-owned regional airlines.
22. The reasons for developing franchises between airlines can be seen from both the perspective
of the franchisor and the franchisee.  Franchisor airlines gain economic benefits through increased
efficiency on route structures, through improved aircraft utilisation.  The franchisee benefits
economically from this arrangement through the use of a well known and established brand name,
access to frequent flyer programs, international passenger and cargo feed, and global distributionsystems.  It must also be noted that in some cases the franchise airline will maintain its own brand
identity or operate aircraft with both its own livery and the franchisor's livery.S/C/W/200
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23. From a regulatory perspective the conclusion of the recent study conducted by ECAC/CEAC
and endorsed by DGCA/108 in December 1999 was that "the practice of airline franchising does not
contain elements that are not already covered by existing regulations in the EU, and that there appears
to be no significant alteration in competition on different routes".
24. Specific detailed data are not available for franchise airlines, however, data are available for
regional airlines, including franchise operation.  These data show a clear expansion of the activity
(103 million passengers worldwide in1994 and 174 million in 1999) and a concentration of the market
in North America (55% of the market in1994, 49% in 1999) and in Europe (26% in 1994, 34% in
1999).  One may note that the growth of the share of Latin America (1994: 5.4% of the total regional
market, 1999:  8.3%) which has made this region third, surpassing Asia–Pacific (1993:  11.1%, 1999:
6.8%).  The size of the franchising activity as however notably smaller than the one of regional
airlines as for instance only nine franchise airlines, all of which are European, appear in the top 100 ofregional airlines in 1999, accounting together for 12.6 million passengers.
25. In classification terms, it is worth noting  that the definition of franchising by the CPC does
not explicitly exclude air transport activity and could well apply to those.  Alternatively, and/or
cumulatively, franchising could be deemed to fall under selling and marketing since it is a way for the
franchisee to improve sales of its own services by attracting customers using a famous brand and forthe franchisor to sell its brand to customers more widely.
V. SERVICES AUXILIARY TO ALL MODES OF TRANSPORT WHEN DELIVERED
IN AN AIR TRANSPORT CONTEXT (FREIGHT FORWARDING AND
WAREHOUSING)
26. Freight forwarding and warehousing services should not strictly speaking appear in a paper
devoted to air transport as it unfortunately could cast doubts on their coverage by the GATS.  It is
certainly true that freight forwarders and warehousing companies provide services to the air transport
industry, as parts of the supply chain linking the manufacturer and shipper of goods with their final
destination, but they are not air transport services in themselves.  They are not cargo carriers and their
activities are not covered by air services agreements.  Each is a part of a larger transportation industrynetwork which includes trucking, shipping and rail transport as well as air transport.  Other industries
which provide essential auxiliary services to air transport include insurance and tourist agencies, for
example, but they certainly could not be considered part of the air transport industry on that account.
27. In the provisional CPC freight forwarding and warehousing are classified in Division 74
"Supporting and Auxiliary Transport Services", not in Division 73 "Air Transport Services".  "Storage
and warehousing services", sub-sections (7421), 74210 are described as "Storage services of frozen or
refrigerated goods", 74220 – "Bulk storage services of liquids and gases", and 74290 – "Other storageor warehousing services".  "Freight transport agency services" (CPC 7480, 74800) are described as
"Freight brokerage services, freight forwarding services (primarily transport organisation or
arrangement services on behalf of the shipper or consignee), ship and aircraft space brokerage
services, and freight consolidation and break-bulk services."  The description of services does not
include the actual shipping or movement of goods by air (or any other means) for any of these serviceproviders.
28. A logistics company also operates freight forwarding and warehousing services in the
traditional sense, but is likely to have extensive international affiliates and is often (although not
always) linked to cargo carriers by way of independent subsidiaries or long term contract agreements
with cargo carriers.  Conversely, cargo carriers, integrators, and postal operators may establishindependent freight forwarding subsidiaries, long term contractual agreements with independent
forwarders, or make equity investme nts in freight forwarding companies.S/C/W/200
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29. The traditional forwarder is ultimately an agent for shippers and the airlines, and is therefore
treated by regulators independently  from air carriers.  The United States provides an example of the
regulatory differences between cargo operators ( under bilateral jurisdiction) and those who are
separate but linked to air carriers.  In order to conduct indirect air transportation activities (air cargo
forwarding and other charter activities other than as actual operators of aircraft) must obtain authorityfrom DOT.  Once again global figures are difficult to gather, but it is clear that freight
forwarding/global logistics are of considerable economic importance.  For instance in 1999, the
revenues generated by the six biggest logistics corporations for pure freight forwarding activity was
well over US$9 billion.
VI. RENTAL AND LEASING SERVICES
30. One can divide leasing activities between financial leases (physical appearance, such as logo
and flag, of ownership of the lessee, the lessor being a bank, an export credit agency, a manufacturer,or a long-term lessor such as IFLC or GE) and operational leases, themselves divided in dry leases
(i.e. without crew) and wet leases (i.e. with crew).  This activity is already the object of commitments
(dry leasing:  19 commitments, wet leasing:  4, financial leasing:  67).  However, partly due to the
uncertainties of terminology, it could be argued that certain aspects of this service are covered by the
carve out of the annex.  Common legal definitions and detailed figures are lacking in those activities.Partial data seem to show that airlines own only half of their fleet and lease the rest respectively from
major leasing companies (approximately l5%), other carriers (approximately 5%) and other financial
lessors (approximately 30%).  Figures also suggest that this practice has developed over the last ten
years (for instance, four fold in terms of planes leased), although at a different pace in the various
regions.
A) Financial leasing:  the regulatory regime of financial leasing has more in common with
financial services than with air transport.  Its regulatory framework is in the hands of national fiscal
administrations and of the OECD Large Civil Aircraft Agreement.  The period between 1993 and
1999 has seen the emergence of several new financing schemes notably in Japan, the US, France and
Germany.  Another significant evolution is the growing direct involvement of manufacturers in thismarket.  The first  40 lessors had a fleet of 3,800 aircraft worth US$74.5 billion in 1999.  The first two
lessors GECAS and ILFC each own a US$20 billion fleet.  The other lessors are significantly smaller
but cover a very diversified geographic origin.
B) Operational leasing:   no detailed statistics are available for this activity and it is therefore
impossible to evaluate the respective importance of dry and wet leasing as well as the global turnover
of these activities.  From a regulatory point of view only 41 of the 1,800 agreements notified to ICAOcontain provisions on leased aircraft.  In most instances leasing is not regulated at bilateral level, but
at national level.  However, there has recently been a renewed interest in multilateral rules on leasing,
be it in a plurilateral European context (ECAC resolution No. 21-1, dated 3 July 1997 on leasing, and
Joint Aviation Authorities JAR-OPS 1.165 on leasing, dated 1 March 1998) or at universal level in
ICAO through the amendment of Article 83 bis of the Chicago Convention.  It is also worth noting
that common rules on leasing are one of the elements of the draft Transatlantic Common Aviation
Agreement (TCAA) which the European airlines and the European Commission would like to create
in the future with the United States.
31. The regulation of leasing is governed by two main preoccupations:  safety and economic
consideration, i.e. avoiding the bypass by a third party of the bilateral limitations of air services
agreements through the use of leases.  These two preoccupations are reflected in the typology of
bilateral agreements:  some require a simple noti fication of the lease to the competent authorities,
while others authorize the lease from a third party only on the condition that this third party does not
derive any economic benefit from the bilateral agreement.  Finally, some agreements demand, inS/C/W/200
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addition to the preceding conditions, "appropriate authority" (i.e. the underlying traffic rights) and
reciprocity from the state of the lessor.
32. From an economic point of view, the US market is one of the major leasing markets.  For
instance, for wet leasing for all cargo alone, it is estimated to represent 40% of  an US$4 billion
market wordwide.  The wet lease out of a US plane to a non-US operator remains subject to approvalby the Department of Transportation, which in order to disclaim jurisdiction requires the lessee to
demonstrate that they will exercise the effective operational control and safety responsibility.  In
addition, long-term leases are subject to a specific prior-authorization procedure following three
criteria (conformity to any bilateral agreement, existence of substantial reciprocity, absence of
violation of these rules by the lessor in the past).  For safety reasons, the United States does not
approve the wet leasing of aircraft registered in another state to its national carriers (regulation
FAA119.53(b)).
33. With respect to aircraft leasing in th e European Union, Council Regulation (EEC)
No. 2407/92 of 23 July 1992 on the licensing of air carriers, recognizes that leased aircraft may be
used to meet the requirement that an air carrier have one or more aircraft at its disposal, and allows a
Member State, in exceptional circumstances, to waive the requirement to register an aircraft used by
an air carrier on its national register in the case of short-term lease agreements to meet temporaryneeds of the air carrier or otherwise.  The regulation requires prior approval for such agreements and
prohibits a Member State from approving agreements on leasing aircraft with crew unless safety
standards equivalent to those for the issuance of national Air Operator Certificates are met.
Unfortunately there are no similar regulatory data available for other countries and especially for
developing countries, even at ICAO level.
VII. CATERING
34. There is no specific CPC classification for airline catering services.  Sub-divisions 6421 and
6431 (part of division 64, "Hotel and Restaurant Services")  of the provisional CPC refer to the serving
of meals and beverages "in transport facilities", giving the examples of trains and ships.  Those
subdivisions also cover airline catering.  As stat ed in S/C/W59, paragraph 67, it is questionable
whether catering services can be regarded as "directly related to the exercise of traffic rights".
35. The economic importance of this activity should not be underestimated.  It generates a
revenue of US$12 billion and employs 78,000 persons worl dwide.  It is clearl y growing (US$9 billion
in revenue in 1993, US$12 billion in 1999) and is undergoing a very strong process of concentration
(in 1993, 12 corporations accounted for 60% of the market, compared to 5 corporations accounting for
60% in 1996, and 2 corporations accounting for 56% of the market in 1999).  In all the sources that
have been located to date, there are no references or information about regulatory standards in any
geographical region or country.  Pending verification, in-flight catering appears to be regulated in the
same manner as all food service providers.
VIII.  FUELLING
36. Fuelling is usually considered to be a subsector of ground handling.  Operations include oil
companies or their aviation subsidiaries and specialized ground handlers.  The strict adherence tosafety standards is an essential element of their operation.  Fuelling companies bid for fuelling
contracts (usually three to four years) from the airport authority and compete for fuelling contracts
with airport users when there is more than one provider in the airport.  Table 1 in the annex lists the
possible relationships between fuelling (its two technical forms hydrants and tankers) and existing UN
CPC provisional items.S/C/W/200
Page 9
IX. GROUND HANDLING
A. DEFINITION
37. Among the numerous definitions of this activity, the most operational one, used by the
operators in their contractual relationship is the IATA International Ground Handling Council's
"general ground handling standards".  The classification divides ground handling into 14 subsectors,namely:  representation and accommodation;  load control, departure control system and
communications;  unit load device control;  passenger and baggage;  cargo and mail;  ramp; aircraft
servicing;  fuel, oil and de-icing;  aircraft maintenance;  flight operation and crew administration;
surface transport;  catering services;  supervision and administration and, security.  These fourteen
subsectors can in turn be grouped into three sectors:  land side, administrative/technical, and airside.
Table 2 gives a detailed definition of these subsectors and their possible correspondence with the
provisional CPC.  It is worth noting that many of these do not correspond with air transport items.One can also distinguish ground handling services by the nature of the service (full versus specialized
services), by the type of provider (self handling, monopoly provider, third-party handler), and by the
nature of the activity (operational versus administrative activities).  ICAO distinguishes between
terminal handling (passenger check-in, baggage and freight handling) and ramp handling (aircraft
handling, cleaning and servicing).  Ground handling services are also delivered to aircraft which arenot dedicated to commercial air transport activities (e.g. general aviation).
38. From a regulatory point of view, providers of ground handling  services will either obtain
licences for the full range of categories from the airport authority concerned, or will only acquire
licences for specific services.  Due to the varying licencing procedures at any given airport it is not
possible to state definitively what categories are included in each type of licence, nor whether selfhandling is permitted for selected carriers, for all carriers or is simply prohibited.  Nevertheless, all
ground handlers must acquire one or more licences and/ or permission to self handle, or provide third-
party services to others.  Ground handling has operated in substantially the same institutional form for
many years and incorporates all levels of instit utional structures:  multilateral (ICAO guidelines),
bilateral (air services agreement for market access), national (national regulations set and enforced bynational aviation authorities) and local (airport authorities implementing regulatory standards and
awarding licences).  Both prior to and since 1993, the basic framework has remained fundamentally
the same.
B. E
CONOMIC AND REGULATORY DEVELOPMENTS
39. The world market for ground handling is estimated at US$11.5 billion.  Its regulatory
structure has evolved considerably over the last ten years, moving from a situation of monopoly
(generally the airport, but sometimes the national  airline on a local concession) to open competition
where self and mutual handling are allowed, where airlines have spun off the ground handling
activities, where airports have begun to tender concessions to multiple providers, where third-party
handling in general has developed considerably.
40. Today there are approximately 300 ground handlers of which only eight operate in more than
two countries.  Among this group, two are owned by  airport operators (Frankfurt Airport's Aviation
Ground Service, and Singapore Air Terminal Servic es), two are fully independent subsidiaries of
airlines (Swissport and GlobeG round) and four are non-airline independent corporations (WFS,
Servisair, AviaPartner, and Ogden).  The market, which has consolidated extremely rapidly, is
dominated by a handful of companies, subsidiaries of airlines (Swissport, Globe Ground from
Lufthansa) and independent operators (Ogden, Servisair, Aviapartner, Worldwide Flight Services,ASIG).S/C/W/200
Page 10
41. IGHC has developed a database (http://www.iata.org/ighc) which contains details for each
airport and each of the fourteen subsectors, the level of competition and the presence of foreign
suppliers.  Its analysis shows that while domestic third-party handlers are dominant at most airports
around the world, it appears that foreign-based operators are permitted to compete on an equal basis.
In addition, the number of international airport locations where third-party handling exists hasexpanded, and the turnover per annum of each of the corporations has increased substantially.
Outside Africa and the Middle East, the dominant trend appears to be that:  a) competition exists;  b)
foreign investment through acquisitions, mergers, or joint ventures is widespread;  and c) the number
of domestic handlers usually exceeds that of foreign handlers.  What is of particular interest in this
process is the emergence of global service providers that are non-US-based multinational
corporations.  This is in strong contrast to the pre-1996 period, whereby, US-based independent
handlers (DynAir, Hudson General, and Ogden) were among the largest providers due to the large USmarket and policies that prohibited self-handling or a competitive third-party market.
42. These economic developments have been facilitated by the absence of foreign ownership
restrictions and the prohibition of monopoly providers as a condition for airports to receive federal
funds in the US and by the internal liberalization undertaken by the EU under its Directive No.
3975/96 of 14 December 1996.  This directive imposes self handling and the authorization of at leasttwo third-party providers in the four main cate gories of ground handling (baggage, ramp, fuel and
cargo) and extends this treatment erga omnes  under reciprocity.  It applies in a phased in manner and
only to important airports reaching certain traffic thresholds.  It contains also  safeguards and
exceptions for safety reasons or space constraints.  It finally prohibits cross subsidization.  However,
this evolution is not limited to the two main markets.  About ten percent of the bilateral agreementscontain provisions on ground handling, but, for exam ple, open sky agreements signed since 1992 by
the United States do not contain such provisions.  ICAO has developed a special model clause for
bilateral agreements which reads as follows:  "Each Party shall authorize air carrier(s) of the other
Party/Parties, at each carrier's choice to:  (a) perform its own ground handling services;  (b) handle
another or other air carrier(s);  (c) join with others in forming a service-providing entity;  and/or (d)select among competing service providers."  One may also note the efforts of APEC to develop a
liberal policy in this area.  With the exception of six members that have taken commitments in ground
handling or ground handling related services
1, this liberal state of play has not been bound through
WTO commitments thus far.
X. AIRPORT SERVICES
43. Airport services are among the sectors of air transport which have changed most radically
over the last ten to fifteen years.  During this period the traditional model of an airport system, ownedand managed by a public monopoly has given way in ma ny countries to privatization and competition.
Corporatization and administrative autonomy have also become common, even in systems which have
not progressed as far as pure privatization.  Many functions are outsourced or subcontracted and
private employees have become the norm.  The greater part of airport revenues are now derived from
non-aeronautical services.  New actors such as airlines, construction companies, propertymanagement companies and even bus companies have begun managing airports and financing their
investment while traditional airport services prov iders have extended their range of activities to
management, engineering, distribution and property management services.  Landing fees are now
becoming more effectively cost-based and private financing is becoming the major source of
investment.  This movement is general and is affecting the developing, as well as the developedworld.  Indeed, some developing countries, probably because of their compelling need for private
investment, are further advanced in privatization and commercialization than certain developed
countries.
                                                     
1 See S/C/W/59, table 6, page 48-49.S/C/W/200
Page 11
A. DEFINITIONS
44. The CPC provisional definition of airport services2 does not seem to give a complete and
disaggregated view of the industry as it is described for instance in the ICAO Airport Economics
Manual (AEM).  Tables 3 and 4 in the annex, constructed on the basis of this manual, show the
possible correspondences with the CPC provisional.  It seems to emerge clearly from the two tablesthat many of the activities undertaken in airports are also performed in many other contexts and are
covered by CPC items which have no direct relation to air transport.  They would therefore be
expected to fall within the existing scope of the GATS.  This is true of course for the airports' non-
aeronautical activities, which account on average for 50% of their revenues, but it is also true of some
aeronautical activities.
45. It is also worth noting that none of the correspondences belong to the air transport division
(CPC 73).  Some activities have an air transport-related correspondence (i.e. either group 743"supporting services for air transport" or group 741 "cargo handling services", both belonging to
division 74 "supporting and auxiliary services").  For those activities one may therefore question
whether there is a direct relationship with traffic rights.  Finally, there are some items for which a
satisfactory correspondence could not be found.  This is the case of "Airport management services",
which constitute the core activities of airport services providers.  However, the CPC provisional hasan item p86609 "other management services not elsewhere classified", without definition, which
could possibly encompass airport management services.  CPC Rev.1 puts this item in partial
correspondence with a new item r83190 "other management services, except construction
management services" which also includes the former p86601 "project management other than for
construction".  The definition of this "other management services" item notably includes the followingelement,"… these services include management and office management services with or without  the
provision of their own staff".  Members may wish to consider whether airport management services
are to be considered as directly related to traffic rights and if not, whether they fall under the
definition of CPC provisional CPC 86609.  Alternatively, they might require the elaboration of a
specific, sui generis , definition in order to facilitate commitments in this area.
B. E
CONOMIC AND REGULATORY DEVELOPMENTS .
46. The traffic statistics show three major trends:  the continued growth of passenger numbers at a
rate higher than the growth of world GDP;  the continuing rise in the number of international airports;
and the high concentration of the traffic (the top 25 airports represent between 2.5% and 2% of the
total number of airports but handle between 30 and 32% of passengers and between 44 and 50% of
international passengers).  Recent studies by ICAO show that airports are generally profitable and that
this profitability is increasing.  However airports face considerable investment needs that they cannotself finance. They have therefore resorted to various alternatives:  subsidies, borrowing, concessions
and ultimately to listing on the stock market through initial public offering.  Those financial strategies
have in certain instances an impact on ownership policies.
47. In terms of ownership, a recent study by ICAO shows that the most common organisational
form for the 82 States responding to the questionna ire (covering 303 airports) is still the government-
owned autonomous airport (
47 States ).  The second most common was ownership by the Department
of Civil Aviation (22 States), followed by othe r government departments (17 States), regional or
municipal governments (11 States), and private interests operating under a concession or leasing
arrangement (9 States).  The least common form was the privately-owned airport entity (7 States).
                                                     
2 "74610 Airport operation services (excl. cargo handling):  Passenger air terminal services and ground
services on air fields, including runway operating services, on a fee or contract basis.  Exclusions:  Air terminal
cargo-handling services are classified in subclass 74110 (Container handling services), if for containerised
freight, and in 74190 (Other cargo handling services), if for non-containerised freight or for passenger baggage" .S/C/W/200
Page 12
The survey also indicated, however, that in the futu re the organisational forms that were expected to
grow most were private interests operating the airp ort under a concession or leasing arrangement, and
the privately-owned airport entities.  While the num ber of privately-owned airport authorities remains
limited, private interests were heavily involved in ownership and/or operation of ground handling (64
States) and cargo terminals (59 States).  This pattern of distribution also broadly applies to theregional level.  Private involvement has also become increasingly important in the
ownership/operation of passenger terminals (41 Stat es) and security services (40 States).  Where
private interests were involved they were principally domestic, although in the cases of ground
handling and cargo terminals mixed domestic and foreign interests were also involved, primarily in
Europe.  Involvement by foreign interests alone was rare or non-existent.
48. In Europe, privatization is expanding rapidly.  Most major airports, with the notable exception
of Aéroports de Paris, are privatized in whole or in part, or are scheduled for privatization.  In theUnited States, almost all airports remain publicly-owned, generally by municipalities or counties
(e.g. Dade county for Miami airport), although outsourcing and management contracts are common.
In 1996, the FAA also launched an airport privatization pilot program of 5 airports.  According to the
World Bank, during the 1990s private sponsors have participated in projects involving 29 airports in
23 developing and transition countries, with investment totalling US$5.4 billion.  This privateparticipation in the airport sector is still in the early stages and has attracted less investment than
privately sponsored projects in other transport segments.
49. Airport services providers are extremely diverse.  They can be airport operators but may also
be property investment groups, construction companies, financial services companies, airlines or ad
hoc consortia.  In terms of operations, many variations are possible, but all have certain common
characteristics:  the capping of aeronautical charges
3 (at least for a defined period), a very detailed and
heavy investment obligation for the provider, and of course a concession fee.
50. Other significant economic evolutions include the growing impact of competition policy in
the context of the hub and spoke system (slot allocation, terminal allocation, charging policy and
abuse of a dominant position in that respect), the growing impact of environmental constraints in acontext of global congestion (curfews, noise limitations, delays in public enquiries for new runways,
cancellation of the progress made on a unitary basis unit on emissions and noise by the growth of the
traffic, multiplication of frequencies and of the nuisances caused by the hub and spoke system etc),
the emergence of airports groupings and alliances (whose synergies remain to be demonstrated), the
emergence of secondary and of low-cost hubs, the adaptations required by the next generation of
super jumbo and quasi-sonic carriers, the impact of automation and information technologies on
passenger and baggage check-in and handling.
C. 
THE INTERNATIONAL CHARGING SYSTEM
51. After complex and protracted negotiations ICAO has revised its charging policy for airports
and the results of this revision have been circulated to WTO Members in document S/C/W /188, dated
7 February 2001.  The policy is non binding, except for an article of the Chicago Convention.  It
establishes national treatment, MFN, cost-based and consultation obligations in a very detailedmanner.
XI. AIR NAVIGATION SERVICES
52. Air navigation services, present great similarities with the situation of airport services for
instance in terms of charging and of economic and regulatory evolutions.  However, air navigation
services are closely connected with the safety of aircraft operations and have national defence and
                                                     
3 As opposed to non aeronautical charges see table 3 in Annex.S/C/W/200
Page 13
external relations implications;  they are also perceived to be closely related to the sovereignty of the
State.  Consequently, most governments favour maintaining their control over these services.
53. These characteristics have however not prevented significant economic and regulatory
changes over the last ten years.  What appears to be the driving force is the constant increase of
traffic, which makes the management of air traffic services a perpetual race against growingcongestion.  To try to remedy this congestion States are constantly looking for technological
innovations and procedural, institutional and regulatory improvements.  The need to finance these
costly technological innovations by resources other than the general budget of the State, and the need
for more reactive, more customer-oriented organizations has led in certain countries to limited but
significant institutional change.  These attempts are however often judged insufficient by airlines and
by customers faced with growing delays.  This debate has recently reached a climax in Europe and to
a lesser extent in the United States but is likely to extend in the years to come to the rest of the world.
A. 
DEFINITION
54. The definition of air traffic control services by the CPC provisional4 does not seem to
encompass the whole of the activities considered as air navigation services by the industry and by
ICAO in its Manual on Air Navigation Services Economics.  Table 5 in the annex (constructed on the
basis of this manual) indicates the possible CPC correspondences of these activities.
B. MAIN CHARACTERISTICS
55. The organizational, operational and financial characteristics of this sector appear to be
somewhat complex and mixed.
56. Firstly, in terms of structure, this sector apparently always involves natural monopolies,
which can be bundled or unbundled to various degrees depending on the organizational forms
retained.  It also combines, in certain instances, the activities of governmental suppliers, and in other
regions the activities of private suppliers.  It allows the coexistence of national providers (public or
private) and intergovernmental international organizations;  two types of providers whose activities
overlap (as in the case of Eurocontrol).
57.  Secondly, in operational terms, since these activities involve traffic police activities, the
allocation of scarce resources on a daily basis and management activities, they perform a mix of
regulatory and operational functions without clear borders and definitions .
58. Finally, in financial terms, the collection of fees can in certain instances be delegated to a
national, public or private body or to an international intergovernmental body.  The nature of the fees
is an irrelevant question in the actual regulatory context, and is therefore open to conflicting elements
of appreciation (according to ICAO non-binding charging policies they may be cost based and they
may provide a reasonable return on assets hence it is unclear whether fees are administrative orcustomer user fees).
C. 
ECONOMIC AND REGULATORY DEVELOPMENTS
59. The dominant factor for this service is the ever increasing congestion.  As ICAO states "The
global demand for air transport measured in terms of passenger-kilometres is projected to increase at
an average annual rate of 4.5% for the period 1997-2020.  Aircraft movements for the same period areprojected to increase at an average annual growth rate of 3.5%.  In response to this demand, the world
                                                     
4 CPC 7462 "air traffic control services:  flight control tower operation services, including approach,
landing and take off control services.  Also included ar e services provided by airport-located radar stations."S/C/W/200
Page 14
aircraft fleet is expected to almost double from some 10,000 aircraft in 1998 to almost 20,000 aircraft
in the year 2020.  These growth prospects present a major challenge to air transport as airports and air
traffic management systems will be expected to accommodate almost a 2.7 fold increase in traffic and
doubling of aircraft movements."  Among the causes of this congestion are the growth of traffic due to
the increasing popularity of air travel, but also its concentration on hubs, which implies not only ageographical but also a time concentration, especially on the morning and evening slots for short
hauls.   In addition the hub and spoke system and code sharing encourage the use of smaller planes
with higher frequency (shuttle).
60. Delays and congestion have evolved in the two most saturated areas, Europe and North
America, from a technical debate to a political debate.  In Europe, the debate has focused on the
unification of airspace.  The European Commi ssion communication "The creation of a Single
European Sky", dated 6 December 1999, evaluated the 1998 indirect cost of air traffic delays at€5,400 million and the direct operating costs for airlines at €600 million.  The Commission suggests
that a central organization should be given the full responsibility for the management of European air
space at both the strategic and tactical level in order to resolve these problems.  It proposes also that
these services, when provided on a monopoly basis, should be submitted to an economic regulation
ensuring that the agreed operational performance or services levels are implemented.  TheCommission suggests separating the regulatory function from the services provision function, and
economic regulators from safety regulators.  This should apply in particular to Eurocontrol.  New
incentives based on rewards or penalties should also be developed.  Finally, the Commission will also
examine the technical and economic feasibility of unbundling air traffic services.  This important
communication has provoked an intense debate and is still under negotiation.
61. The debate on institutional reform of air traffic management in the United States has not yet
reached the same intensity as in Europe, which is probably due to the fact that US airspace is less
fragmented than that of Europe.  However, the public debate on air traffic delays has also become
more active since passengers' complaints have more than doubled in 1999 as compared to 1998.  To
face these mounting critics the FAA has presented several emergency plans.  The FAA has alsomodified its internal structure and turned itself into a "semi-autonomous performance based
organization".  As in many cases, data is lacking for the rest of the world in the specialized press and
there is little material available in the international organizations.  Members may wish to reflect on the
possible need and the ways and means to gather such information.
62. Like for airports the financial situation of air traffic services providers is relatively good and
has improved, but is faced with a considerable need  for investment in infrastructure and information
technology surpassing its capacities of self financing.  Hence again we see an evolution in terms ofownership though of a much more limited size.  Recent ICAO studies ha ve computed alongside
governmental providers 37 existing and 17 planned "government-owned autonomous entities",
2 existing and 2 planned "privately-owned entities" and 3 current and 2 planned "other entities" while
the Civil Air Navigation Services Organisation(C ANSO) has a membership of 21 organizations so
far.  This movement towards "commercialization" cannot be compared in scale to the one affectingairports.  All autonomous bodies listed in the CANSO chart are either state corporations or
commercial corporations owned 100% by the State.  There are only two instances in which shares are
held by other actors and this external participation is very marginal (9% in Thailand, 0.95% in
Switzerland).  No foreign interest is involved and none of these bodies have commercial interests
outside its own national territory.  The first case where partial private ownership and a substantialforeign share is envisaged is the privatization of 46% of the NATS, the air navigation corporation of
the UK, in the framework of a Public-Private Partnership, planned for March 2001, and finally won
by the "Airlines Group" (British Airways - British Midlands - Virgin Atlantic - Airtours - Britannia -
JMC - easyJet - Monarch) in association with the Irish Aviation Authority.S/C/W/200
Page 15
D. THE CHARGING SYSTEM
63. The ICAO charging policy of air navigation charges is similar to the one already in existence
for airport charges.  Except for an article of the Chicago Convention, it is non-binding and creates
obligations of national treatment, MFN, consultation and cost basis.  It has also been revised recently
and circulated to WTO members.  One may note also that it addresses the question of the non-discriminatory charging of air transit which is an important problem faced by WTO Members, notably
with Russia.
XII. GENERAL AVIATION
A. 
DEFINITION
64. There is no universal, commonly agreed definition of this activity.  However, the various
definitions available refer to two main blocks:  business (i.e. air taxis) and corporate aviation on the
one hand, and aerial work on the other hand.  ICAO defines aerial work as "an aircraft operation inwhich an aircraft is used for specialized services such as agriculture, construction, photography,
surveying, observation and patrol, search and rescue, aerial advertisement, etc."  More refined and
detailed definitions can be found for instance in the NATFA agreement and in various national
legislations.  Based on these elements, table 6 in the annex tries to set up detailed possible
correspondences between general aviation activities and the CPC provisional.  It is worth noting thatwith the exception of air taxis all of these correspondences are with non- air transport items .  It is also
worth noting that certain Members have in their commitments excluded of the scope of activities such
as advertising services, photographic services and services incidental to agriculture the aerial way of
delivering these services. This seems to imply that those members considered these activities as
falling into the scope of the GATS since an explicit exclusion, in addition to the one contained in theannex, was felt necessary.
B. 
ECONOMIC AND REGULATORY CHARACTERISTICS
65. The economic importance of this activity is generally very largely  underestimated.  ICAO
qualifies it as "the foundation of the world transportation system".  It employs over 600,000 pilots and
300,000 aircrafts, and in the US alone it generates US$17 billion in revenue directly andUS$51 billion indirectly.  The main markets are the United states (for instance, 9,525 business
aviation operators operating 13,766 aircrafts), largely before by Europe (1,225 operators, 2,405
aircrafts) and South America (1,066 operators, 1,547 aircrafts).  No geographical breakdown is
available for aerial work. In the United States, which represents 70% of the world wide fleet, general
aviation accounts for 62% of the air traffic movements that is twice more movements than
commercial air carriers (30%) and nine times more than the military (7%).  In Europe these figures
are somewhat different as general aviation accounts for 5 to 10% of the movements of aircraft.  Thefollowing breakdown of hours flown in the US for the various activities of general aviation gives an
idea of the respective economic importance of these activities :  corporate: 10.4% of the hours flown,
business : 12.1%, personal : 34.7%, aerial spraying : 6.8% aerial observation : 4%, external load :
0.8%, other work : 1%, sightseeing : 0.7%, air tours : 0.3%, other : 9%.
66. Due to the definitional differences between general aviation and aerial work most countries
have specific regulations governing each type of operation.  The regulations exist to ensure safety
standards for foreign and domestic aircraft and their operators, and to regulate market access in the
case of aerial work and air taxi operations.
67. Fractional ownership which is a very rapidly expanding activity (1986, 4 providers, 1993:
989, 1999:  1,693 including subsidiaries of business jet manufacturers) and constitutes a specific casein regulatory terms.  It is a programme designed to allow joint ownership of aircraft, and provides forS/C/W/200
Page 16
aircraft management services (including aircraft maintenance) by a single aircraft management
company to the fractional owners.  The scheme is ba sed on the concept of shared aircraft ownership
and usage (through a dry lease arrangement) between the owners.  This is facilitated through the use
of a common management company.  Both the FAA in the United States and the JAA in Europe are
working on specific draft regulations for these activities.
XIII.  ANY OTHER SUPPORTING SERVICES
68. The "other supporting services" to be reviewed include:  cleaning and disinfecting; fire
fighting and fire protection services; and hangar services.  Each of these services are considered to be
sub-sectors of ground handling and/or airport management.  Therefore, please refer to the ground
handling section for information on cleaning and disinfecting, and to airport management for fire
fighting and hangar services.
XIV COMMERCIAL AIR TRANSPORT SERVICES :
69. These services are described in detail in documents S/C/W/163, Add.3 to Add.6, that have not
yet been examined.  The Secretariat stands read y to provide, if Members so wish, an executive
summary of these documents after their first examination.S/C/W/200
Page 17
ANNEX:  TABLES ON POSSIBLE CPC PROVISIONAL CORRESPONDENCES
TABLE 1
FUELLING
Management and operation
of fuel tankers for aircraftand airport motor vehicles74220 – Bulk storage and warehousing services of liquids and gases
In addition there are three possible classifications:
74610 – Airport operation services (excl. cargo handling);  or74690 – Other supporting services for air transport;  or74900 – Other supporting and auxiliary transport services.
Management and operation
of fuelling hydrants for
aircraft and airport motorvehiclesSame as above.
Distribution of fuelling
products:61300 – Retailing services of petroleum refi neries products, such as gasoline and 
other motor fuels for internal combustion engines, kerosene, lubricating oil and grease, fuel oil, liquefied petroleum gas put up for retail sale and other products of petroleum refineries.
62113 –  (Commission agents' services)  Sales on fee or contract basis of fuels…
62271 – Wholesale trade services of solid, liquid and gaseous fuels and related 
products.S/C/W/200
Page 18
TABLE 2
GROUND HANDLING
Services Provided
(functions)Possible Corresponding CPC Classifications
Representation and Accommodation
(Administration on behalf of airline
clients)74610 – Airport operation Services (excl. cargo handling)
82102 – Renting or leasing services involving own or leased non-
 residential property
82202 – Non-residential property management services on a fee or contract 
 basis
Load Control, DCS, and
Communications
(Aircraft Load control, Departure Control
Systems)74610 – Airport operation services (excl. cargo handling)
74900 – Other supporting and auxiliary transport services  7522 – Business network services …Dedicated networks services…
  7523 – Data and message transmission services
ULD (unit load devise) Control
(Administration/Storage)74110 – Container handling services
Passengers (Pax) and Baggage
(General, Departure, Arrival, Baggage
Handling, Remote/Off Airport Services,Intermodal Transportation)74690 – Other supporting services for air transport
74190 – Other cargo handling services74900 – Other supporting and auxiliary transport services
Cargo and Mail
(Cargo Handling (general);
Outbound/Inbound Cargo, Transfer/transit
Cargo, Post Office Mail)74110 – Intermediary transportation between the aircraft and the terminal 
 building
74210 – Storage services of frozen or refrigerated goods
74290 – Other storage or warehousing services
74900 – Other supporting and auxiliary transport services
Ramp
(Marshalling, Parking, Ramp to Flight
Deck Communication,Loading/Embarking,Unloading/Disembarking, Starting, Safety,Moving Aircraft)    741 – Cargo handling services
74190 – Other cargo handling services
74610 – Airport operation services (excl. cargo handling)74690 – Other supporting services for air transport.  Aircraft towing services 
 are also included
74900 – Other supporting and auxiliary transport services
71130 – Pushing or towing services
Aircraft (A/C) Servicing
(Exterior/Interior Cleaning, Toilet/Water
Service, Cooling/Heating Aircraft, De-
Icing/anti-icing and snow and ice removal,Cabin Equipment/Material storage)74900 – Other supporting and auxiliary transport services
74690 – Other supporting services for air transport.  Aircraft cleaning and 
 disinfecting services
35430 – anti-freezing preparations and prepared de-icing fluids
Fuel, Oil or De-icing62113 – Sales on a fee or contract basis of fuels…
74220 – Bulk storage services of liquids or gases62271 – Wholesale trade services of solid, liquid and gaseous fuels and 
 related products (Goods classified in CPC 11-13, 33)(see section I on page 3 for further information)
Aircraft (A/C) Maintenance
(Routine/non-routine services, Material
handling, Parking and Hangar space)74690 – Other supporting services for air transport
Flight Operations (Flt Ops) and Crew
Administration
(Preparation of arrival and departure
documents, Inflight assistance, Inflight
dispatch)74690 – Other supporting services for air transport
Surface Transport
(General and special road transportation at
the airport and interurban)71214 – Interurban special transportation
71233 – Transportation of containerised freight
71235 – Mail transportation
71239 – Transportation of other freight
Catering Services 74690 – Other supporting services for air transport (see document
S/C/W/163, page 52, on catering for further details)
Supervision and Administration 74610 – Airport operation services (excl. cargo handling)
74690 – Other supporting services for air transport
Security
(Passenger and Baggage screening
reconciliation, Cargo and Post OfficeMail, Catering and Aircraft Security)74610 – Airport operation services (excl. cargo handling)
87305 – Guard services87309 – Other security servicesS/C/W/200
Page 19
TABLE 3
AIRPORT SERVICES CLASSIFIED ON THE BASIS OF REVENUES AND COSTS
Revenues Costs Possible relevant CPC items
Aeronautical revenues
(AEM 4.43 to 4.55)Aeronautical costs
(AEM4.43 to 4.55)
Landing fees:  this includes charges andfees collected for the use of runways,taxiways and apron areas, including
associated lighting as well as for the
provision of approach and aerodromecontrol. AEM 3.34Aircraft movement areas (e.g. runways,
taxiways, aircrafts parking areas):  all operationand maintenance costs, and administrative costs
attributable to these areas and their associated
vehicles and equipment, including the expenseof all labour maintenance materials power andfuels.  AEM 3.6674610 "airport operations
services:…ground services onairfield including runways
operating services…"
Passenger charges:  this includes passengerservices charges and other charges
collected for the use of passenger terminaland other passenger processing facilities(e.g. for passengers embarked ordisembarked).  AEM 3.36Passenger terminal facilities (owned by the
airport) all operation and maintenance costs, and
administrative costs attributable to passengerterminal facilities, including, where applicable,such expenses as relate to any airport-operatedshops and services located in the terminals (e.g.personnel costs, costs of stock sold and any
spoilage and the cost of utilities and general
upkeep provided in such cases).  AEM 3.6774610 "airport operation
services:…passenger terminal
services"
Security charges:  this includes chargesand fees collected for the provision by theairport of security services for theprotection of passengers and other personsat the airport, aircraft and other property.
AEM 3.39Security services:  all operation and
maintenance costs, and administrative costssolely borne by the airport and attributable tothe provision of all aspects of airport securityincluding regular police services. This includes
personnel costs and the costs of operating and
maintaining the associated premises, vehiclesand equipment.  Also included are anypayments made to others for the provision ofsecurity services.  AEM 3.7274610 "airport operation
services excluding cargohandling"87301*"investigation services:... shoplifting protection
services"
87302 "alarm monitoringservices"87303 "armoured cars services"87305 "guards services"87309 "other security services"
91260* "police and fire
protection services: …administrative and operationalservices for regular andauxiliary police forces
supported by public authorities
and port, border and coastguards and other special policeforces.  Police services arerelated to…alien registration…"
Noise charges:  charges collected related tothe noise produced by aircraft when using
the airport.  AEM 3.40CPC 94050 "noise abatement
services:  noise pollution
monitoring, control and
abatement services, e.g. trafficrelated noise abatement servicesin urban areas"
Other charges on air traffic operationsincludes all other charges and feescollected from aircraft operators for other
types of facilities and services provided at
the airport for the operation of the aircraft.AEM 3.41? possibly 74690 "other
supporting services for airtransport"S/C/W/200
Page 20
Revenues Costs Possible relevant CPC items
Non-Aeronautical revenues
(AEM 4.56 to 4.63)Non-Aeronautical costs
(AEM 4.56 to 4.63)
Ground handling charges: charges and feescollected from aircraft operators for theuse of facilities and services provided bythe airport for the handling of aircraft.
AEM 3.42Ground handling services provided by the
airport: all maintenance:  all operation andmaintenance costs and administrative costsattributable to these services provided by the
airport, including personnel costs and the
expense of operating and maintaining theassociated premises vehicles and equipment.AEM 3.70See section on ground handling
for CPC references
Ground access facilities and services:  alloperations and maintenance costs andadministrative costs including personnel costs
and the costs of operating and maintaining the
associated premises, vehicles and equipmentattributable to the provision by the airport ofaccess roads, rails, ramps, bridges and tunnelsas well as intra-airport transfer buses or other
form of transport used for such purposes.
AEM 3.7551310 "construction work for
highways (except elevatedhighways) streets, roads,
railways and airfield runways"
51320 "construction work forbridges elevated highways,tunnels and subways"(Note:  those construction items
only refer to the maintenance
work as maintenance is coveredby construction: see headnote ofitem 51 page 174 of the CPCprovisional)74420 "highways, bridges and
tunnels operations services"
71212 "urban and suburbanspecial transportation"
Fire fighting and ambulance services:  alloperation and maintenance costs, andadministrative costs attributable to theseservices, including personnel costs and the
expense of operating and maintaining the
associated premises, vehicles and equipment.AEM 3.7174690 "other supporting
services for air transport:  firefighting and fire preventionservices…"
93192 "ambulance services:
general and specialized medicalservices delivered in theambulances"
Air traffic control (including communications):all related operation and maintenance costs, and
administrative costs including in particular
personnel costs, the expense of power and anyspares consumed by radars and other equipmentemployed. Also any payments made to anyother entity for providing such services at theairport.  AEM 3.73See future paper on air
navigation services
Meteorological services:  all operation and
maintenance costs, and administrative costs of
any meteorological services provided by theairport itself, or payments made to others forproviding theses services.  AEM 3.7491138 "general administrative,
economic, commercial and
labour affairs related services:…administrative servicesconcerning …weatherforecasting institutions"see also future paper on air
navigation services.S/C/W/200
Page 21
Revenues Costs Possible relevant CPC items
Non-Aeronautical revenues
(AEM 4.56 to 4.63)Non-Aeronautical costs
(AEM 4.56 to 4.63)
Aviation fuel and oil concessions(including throughput charges):  allconcessions fees, including anythroughput charges, payable by oil
companies or any other entities for the
right to sell or distribute aviation fuel andlubricants at the airport. AEM 3.43See fuelling section above
paragraphs ..to..82102 "renting or leasingservices involving own or
leased non residential property"
82202 "non residential propertymanagement services on a fee orcontract basis"
Restaurants, bars, cafeterias, and cateringservices:  fees and charges payable bycommercial enterprises or other entities for
the right to operate restaurants, bars,
cafeterias and catering services at theairport, including aircraft catering includedalso are any revenues derived from anysuch activities when operated by the
airport AEM 3.4464210 "meal serving services
with full restaurant services"64220 "meal serving services in
self-service facilities"
64230 "caterer servicesproviding meals to the outside"64290 "other food services"643 "beverage serving services
for consumption in the
premises"82102 "renting or leasingservices involving own orleased non residential property"82202 "non residential property
management services on a fee or
contract basis"
Duty-free shops:  fees and charges payableby a commercial enterprise or any otherentity for the right to operate duty-freeshop(s) at the airports, and for off-airportduty free shop to deliver goods sold at the
airport.  Also includes any revenues
derived from duty-free shops operated bythe airports itself.  AEM 3.45631 "food retailing services"
632 "non food retailingservices"82102 "renting or leasingservices involving own or
leased non residential property"
82202 "non residential propertymanagement services on a fee orcontract basis"
Automobile parking:  fees and chargespayable by a commercial enterprise (…) to
operate automobile parking facilities at the
airport.  Also includes any revenue derivedfrom such facilities when operated by theairport itself.  AEM 3.4674430 "parking services"
82102 "renting or leasing
services involving own or
leased non residential property"82202 "non residential propertymanagement services on a fee orcontract basis"S/C/W/200
Page 22
Revenues Costs Possible relevant CPC items
Non-Aeronautical revenues
(AEM 4.56 to 4.63)Non-Aeronautical costs
(AEM 4.56 to 4.63)
Other concessions and commercialactivities operated by the airport: anyconcession fees or charges, other thanthose mentioned above, payable by
commercial enterprises or other entities for
the right to sell goods and services (such asautomobile rentals and banking andexchange bureaux concessions) at theairport.  Also included are any revenuesderived from commercial activities (shops
or services) operated by the airport itself
and not mentioned above, as well as anypublic admission fees charged for entry toareas of special interest (e.g. terminalobservation areas) or of guided tours
within the airport area.
AEM 3.47631 "food retailing services"
632 "non food retailingservices"71222 "rental services of
passengers cars with operators"
83101 "leasing or rental servicesconcerning private cars withoutoperators"8111-8119 "acceptance ofdeposits and other repayable
funds" (W120 7Ba)
81333 "foreign exchange"(W120 7Bf(ii))74720 "tourist guide services"96199 "other entertainment
services n.e.c."
82102 "renting or leasingservices involving own orleased non residential property"82202 "non residential propertymanagement services on a fee or
contract basis"
Rental:  rentals payable by commercial
enterprises and other entities for the use ofthe airport-owned building space, land orequipment.  Such rentals should includethose payable by aircraft operators for theairport-owned premises and facilities (e.g.
check-in and sales counters and
administrative offices) other than thosealready covered under "Air trafficoperations" above.  AEM 3.48(Partial correspondence):
Industrial development:  all operation andmaintenance costs, and administrative costsattributable to the development and provision bythe airport land and/or buildings and otherinfastructure solely for industrial/commercial
activities such as manufacturing, processing,
warehousing and other such commercialactivities that are not associated with theoperation of air services.  AEM 3.7682102 "renting or leasing
services involving own orleased non residential property"82202 "non residential propertymanagement services on a fee orcontract basis"
Other revenues from ancillary activities:all other revenues derived from non-
aeronautical activities. Also includes
payments received by the airport for suchservices as heating, air conditioning,lighting, water, cleaning and telephone useprovided they are not included in the rentalor concessions fees, and for any services
provided to non-aviation entities outside
the airport.  AEM 3.498740 "building cleaning
services"
7521 "public telephone
services"88700 "service incidental toenergy distribution"
All operation and maintenance costs, andadministrative costs, including personnel costsand the costs of operating and maintaining theassociated premises, vehicles, and equipment,incurred by the airport with respect to other
areas of services e.g. noise monitoring and
abatement measures.  AEM 3.77Note:  partial correspondence with the noise
charges item (above) of the first column.94050 "noise abatement
services:  noise pollutionmonitoring, control andabatement services e.g. trafficrelated noise abatement services
in urban areas"S/C/W/200
Page 23
TABLE 4
AIRPORT SERVICES CLASSIFIED ON THE BASIS OF FACILITIES
Facilities and Services to be taken into Account in
Computing Air Transport CostsPossible CPC Correspondences
Basic approach, landing and take-off facilities & services
Landing area with cleared approaches and taxiways with
necessary drainage, fencing, etc.51310 "construction work highways (except elevated
highways) streets, roads, railways and airfield runways"
Approach and aerodrome control:  air traffic control forapproach, landing, taxiing and take-off with necessarycommunications (sometimes partly or wholly provided byother than the airport operators)74620 "air traffic control services: …including approach,
landing and take off control services"
see also future paper on air navigation services
Meteorological services (see Appendix 2 as to when an
allocation of the costs of these services, proportional to their
utilisation for airport operations, should be considered)91138 "general administrative economic commercial and
labour affairs related services :…administrative services
concerning …weather forecasting institutions"
Passenger and public waiting rooms and concourse withnecessary heating, lighting, janitor service, police service,approach roads, etc.87301* "investigation services:... shoplifting protection
services.."87302 "alarm monitoring services"87303 "armoured cars services"87305 "guards services"
87309 "other security services"
91260* "police and fire protection services: …administrativeand operational services for regular and auxiliary policeforces supported by public authorities and port, border andcost guards and other special police forces.  Police services
are related to…alien registration…"
51310 "construction work highways (except elevatedhighways) streets, roads, railways and airfield runways"51320 "construction work for bridges elevated highways,tunnels and subways"(Note:  those construction items only refer to the
maintenance work as maintenance is covered byconstruction:  see headnote of item 51 page 174 of the CPCprovisional)74420 "highways, bridges and tunnels operations services"
Fire and ambulance service in attendance 74690 "other supporting services for air transport :.fire
fighting and fire prevention services…"93192 "ambulance services:  general and specialized medical
services delivered in the ambulances "
Special approach, landing and takeoff facilities & services
At night and during bad visibility by day:  lights for
approach, landing, taxiing and take-off, radio and otherspecial aids for approach, landing and take-off (sometimesprovided by other than the airport operator)74620 "air traffic control services:…including approach,
landing and take off control services"
see also future paper on air navigation services
Other facilities and services provided for aircraft operators
Hangar, workshop, stores, garage and other technical
accommodation74690 "other supporting services for air transport:
…hangar services…"
Space for parking and long-term storage of aircraft 7469 0 "other supporting services for air transport:…hangar
services…"
Land leased to aircraft operators for various purposes 82102 "renting or leasing services involving own or leased
non residential property"82202 "non residential property management services on afee or contract basis"
Assistance in handling passengers and cargo, and necessaryequipmentSee ground handling services sectionS/C/W/200
Page 24
Facilities and Services to be taken into Account in
Computing Air Transport CostsPossible CPC Correspondences
Towing and other handling of aircraft 74690 "other supporting services for air transport:"…aircraft
towing services..."
Special servicing of aircraft (air conditioning, cleaning, etc.) 74690 "other supporting services for air transport: …aircraft
cleaning and disinfecting services…"S/C/W/200
Page 25TABLE 5
AIR NAVIGATION SERVICES
ICAO manual headings ICAO manual definitions Staff and facilities involved ICAO remarks on the provider Possible CPC correspondence s
1 Air Traffic Services (ATS) Usually provided by the civil aviation
administration although in a growing
number of States autonomous bodiesalso referred to as operating agencieshave been assigned this function.  Insuch instances the same authority may
also be responsible for providing
certain communication services forexample some or all Aeronautical fixedservices (AFS, see below, line 21) and
Aeronautical Mobile Services (AMS
see below line 22) or even radionavigation aids (see below line 23)
11 Air traffic control services A service provided for the
purpose of:
 1)  preventing collision      a) between aircraft;  and
      b) on the manoeuvring area
          between aircraft and          obstructions; and
2)  expediting and maintaining an
      orderly flow of air traffic
111 Area control services
       (en route)Air traffic control services for
controlled flights in control areasArea Control Centers (ACC)
including Oceanic Area ControlCenterProvided in a majority of States by the
same organization which provides AirTraffic Services (ATS) en route.  In
about one third of the States responding
to the ICAO questionnaire the servicesare provided by the airportadministration especially in the Asia
Pacific RegionNone
112 Approach control
       servicesAir control services for arriving
or departing controlled flightsApproach control offices, working
positions integrated in area control
centersProvided in a majority of States by the
same organization which provides Air
Traffic Services (ATS) en route.  In
about one third of the States respondingto the ICAO questionnaire the servicesare provided by the airport
administration especially in the Asia
Pacific RegionCPC 7462 "air traffic control
services:  flight control tower
operation services, including
approach, landing and take ofcontrol services. Also included areservices provided by airport located
radar stations."
113 Aerodrome control
       servicesAir traffic control services for
aerodrome trafficAerodrome control towers CPC7462 "air traffic control
services:  flight control towerS/C/W/200
Page 26ICAO manual headings ICAO manual definitions Staff and facilities involved ICAO remarks on the provider Possible CPC correspondence s
operation services, including
approach, landing and take of
control services. Also included are
services provided by airport locatedradar stations."
12 Flight information services Flight information centers
13 Alerting services A service provided to notify
appropriate organizationsregarding aircraft in need of
search and rescue aid and assist
such organizations as required
2 Telecommunication    services (COM)CPC75299 "Other
telecommunication services n.e.c."
provides for the inclusion of e.g.
"mobile maritime and air-to-groundcommunication services" whichappear to accommodate the
aeronautical (COM) telecom
services. Existing GATS telecomcommitments are rarely so elaborateunder "other" as to specify such
services.  It is worth considering
that existing telecom commitmentson mobile and fixed radio (incl.satellite) services may already
convey commitments on the
transmission component for theCOM services, but not necessarilythe supply of the COM service
itself.
21 Aeronautical Fixed
     Services (AFS)A telecommunication service
between specified fixed pointsprovided primarily for the safety
of air navigation and for the
regular efficient and economicaloperation of air servicesAFS are frequently provided partially
or wholly by postal andtelecommunication branches of
government although use is made of
privately owned communicationsorganizations in some instances
22 Aeronautical Mobile     Services (AMS)A telecommunication service
between aeronautical stations andaircraft stations or betweenaircraft stationsAMS are frequently provided partially
or wholly by postal andtelecommunication branches ofgovernment although use is made of
privately owned communications
organizations in some instancesS/C/W/200
Page 27ICAO manual headings ICAO manual definitions Staff and facilities involved ICAO remarks on the provider Possible CPC correspondence s
23 Aeronautical radio
        navigation servicesRadio navigation aids Usually provided by the civil aviation
administration although the
communications branch of government
or an autonomous authority may also beinvolvedCPCrev1 67300 "navigation aid
services : ...radio navigational aid
locating services such as GPS" (the
corresponding CPC provisionalitem p74530 was limited to watertransport)
3 Meteorological services for    air navigation (MET)[Provision of] meteorological
observations, reports andforecasts, briefings and flightdocumentation, SIGMET and
AIRMET5 information, world
area forecasts system, digital gridpoint data for computerized flightplanning, meteorological
information for inclusion in
broadcasts, aeronauticalmeteorologicaltelecommunications (if not
included in COM) and any other
meteorological data required fromStates for aeronautical useWorld Areas Forecasts Centers
(WAFCs), Volcanic Ash AdvisoryCenters (VAACs), Tropical CycloneAdvisory Centers (TCACs),
meteorological watch offices
(MWOs), aerodrome meteorologicalequipment for aeronautical purposesand telecommunication equipment for
aeronautical purposes and various
facilities and services which alsoserve meteorological requirement ingeneralMET is usually provided by a separate
meteorological entity which in manyStates reports to another branch ofgovernment than do the civil aviation
administration or the
telecommunication services branch (seealso table 2 below)91138 "general administrative
economic commercial and labouraffairs relatedservices:…administrative services
by …weather forecasting
institutions"
4 Search and rescue (SAR) Search and rescue services
provided to aviationRescue Coordinating Centers (RCC),
Rescue SubCenters (RSC), if any
aircraft including helicopters, rescueboats and vessels, mountain rescueunits and other units forces or
facilities which are designated
primarily or exclusively or which areavailable to perform aeronauticalsearch and rescue functions when
requiredWhile aeronautical SAR activities are
often coordinated  by the civil aviation
administration, in most States theaircraft vehicle, vessels and personnelutilised in the actual SAR operations
are provided by the military, civil
defense and other forces91290 "other public order and
safety affairs related services "
(see CPC provisional, page 220,
"air-sea rescue services areclassified in subclass 91290")
                                                     
(i) 5 SIGMET: information concerning en route weather phenomena which may affect the safety of aircraft operations.
(ii)   AIRMET: information concerning en route weather phenomena wh ich may affect the safety of low level aircraft operations.S/C/W/200
Page 28ICAO manual headings ICAO manual definitions Staff and facilities involved ICAO remarks on the provider Possible CPC correspondence s
5 Aeronautical information
services (AIS)[Services consisting in]
collecting, collating, editing,
publishing and distributing
aeronautical informationconcerning the entire territory ofthe State as well as any other
areas for which it has undertaken
to provide air navigation services.Included are the preparation anddissemination of AeronauticalInformation publication (AIP),
Notice to Airmen (NOTAM),
Aeronautical InformationCirculars (AICs) and theprovision of plain language
preflight information bulletins to
flight crews as part of thepreflight information serviceStaff facilities and equipment
employed to that effectAIS tend to be provided by the civil
aviation administration?S/C/W/200
Page 29
TABLE 6
GENERAL AVIATION/AERIAL WORK
Services Provided Possible Corres ponding CPC Classifications
S/C/W/59 paragraph 69 classifications
Photographic services 875
Flight Training 92400 – Adult education services not elsewhere covered
Aerial advertising 87190 – Other advertising services
Fire fighting, police services 91260 – police and fire protection services
Agriculture 88110 – Services incidental to agriculture
heli-logging 88140 – Services incidental to forestry and logging
NAFTA Specialty Air Services (SAS) CATEGORIES6
Forest fire management 88140 – Services incidental to forestry and logging
Fire fighting 91260 – Police and fire protection services
88140 – Service incidental to forestry and logging
Glider towing 96412 – Sports event organisation services
96413 – Sports facility operation services
96419 – Other Sporting services
Parachute jumping 96412 – Sports event organisation services
96413 – Sports facility operation services
96419 – Other Sporting services
Aerial advertising 87190 – Other advertising services
Aerial mapping 86753 – Surface surveying services
Aerial Surveying 86753 – Surface surveying services
87504 – Specialty photography services
Aerial photography 87504 – Specialty photography services
Aerial construction 51800 – Renting services related to equipment for construction or
 demolition of buildings or civil engineering works, with operator.
Heli-logging 88140 – Services incidental to forestry and logging
Flight training 92310 – Post –secondary technical and vocational education services
92390 – Other higher education services92400 – Adult education services not elsewhere covered
92900 – Other education services
Aerial sightseeing 72219 – Other Passenger transportation
73120 – Non-scheduled passenger transportation by air
91136 – Administrative services related to tourism affairs
Aerial inspection 86753 – Surface surveying services
88300 – Services incidental to mining
88120 – Service incidental to animal husbandry
Aerial surveillance 87309 – Security services not else where classified
91260 – Police and fire protection services
88120 – Service incidental to animal husbandry
Aerial spraying 88110 – Services incidental to agriculture
Not included in NAFTA SAS or S/C/W/59
Air Taxi (considered to be ingeneral aviation)73120 – Non-scheduled passenger transportation by air
Fractional Ownership
Programs83104 – Leasing or rental services without operator
87909 – Services generally provided to businesses, not elsewhere
 classified.
86609 – Other management services n.e.c.
__________
                                                     
6 All of these categories fall under the ICAO definition of aerial work.