natgillin/translations-raw huggingface dataset:
Following a 2004 Eurocontrol study, globalisation and rapid economic growth will result in a flight demand growth (traffic without airport constraints) averaging 4.3% p.a.
Following a 2004 Eurocontrol study, globalisation and rapid economic growth will result in a flight demand growth (traffic without airport constraints) averaging 4.3% p.a.
By the year 2025, this scenario would result in a growth of 2.5 times the 2003 flight demand.
By the year 2025, this scenario would result in a growth of 2.5 times the 2003 flight demand.
The current actualisation of the study by Eurocontrol seems to demonstrate that the growth will be higher than expected in the most challenging 2004 scenario (a growth of 5,2 % p.a. in now the most credible figure).
The current actualisation of the study by Eurocontrol seems to demonstrate that the growth will be higher than expected in the most challenging 2004 scenario (a growth of 5,2 % p.a. in now the most credible figure).
In 2025, with all new investments taken into account, more than 60 airports will be unable to handle the typical busy hour demand without generating delays or unaccommodated demand.
In 2025, with all new investments taken into account, more than 60 airports will be unable to handle the typical busy hour demand without generating delays or unaccommodated demand.
(3.7 million flights a year would then be unaccommodated).
(3.7 million flights a year would then be unaccommodated).
However, it would be possible to find capacity for up to 2.6 of the 3.7 million unaccommodated flights by accepting less ideal times (push traffic of the peak hours) and places (push traffic to secondary airports).
However, it would be possible to find capacity for up to 2.6 of the 3.7 million unaccommodated flights by accepting less ideal times (push traffic of the peak hours) and places (push traffic to secondary airports).
If the air transport market requires demand distribution patterns to remain as they are, and considering that existing airports cannot expand as required, the only alternative way to handle the mass of unaccommodated flights in 2025 would be the creation of reliever airports in the vicinity of their congested counterparts.
If the air transport market requires demand distribution patterns to remain as they are, and considering that existing airports cannot expand as required, the only alternative way to handle the mass of unaccommodated flights in 2025 would be the creation of reliever airports in the vicinity of their congested counterparts.
· The Commission's suggestions on the optimisation of current capacities and traffic management
· The Commission's suggestions on the optimisation of current capacities and traffic management
To address the issue and the safety related concerns it raises, the Communication is proposing an action plan structured around a series of five key actions:
To address the issue and the safety related concerns it raises, the Communication is proposing an action plan structured around a series of five key actions:
Making better use of existing airport capacity;
Making better use of existing airport capacity;
Having a consistent approach to air safety operations at airports;
Having a consistent approach to air safety operations at airports;
Promoting “co-modality”, the integration and collaboration of the transport modes (air-rail);
Promoting “co-modality”, the integration and collaboration of the transport modes (air-rail);
Improving the environmental capacity of airports and the planning framework for new airport infrastructure;
Improving the environmental capacity of airports and the planning framework for new airport infrastructure;
Developing and implementing cost efficient technological solutions.
Developing and implementing cost efficient technological solutions.
All of these orientations are consistent and useful.
All of these orientations are consistent and useful.
The 14 actions suggested by the Commission in its communication to implement the strategy must hence be upheld.
The 14 actions suggested by the Commission in its communication to implement the strategy must hence be upheld.
However, the Commission does not fully investigate the fact that extra capacities will be needed and does not consider some issues that could accompany, in a more sustainable manner, the substantial growth in traffic.
However, the Commission does not fully investigate the fact that extra capacities will be needed and does not consider some issues that could accompany, in a more sustainable manner, the substantial growth in traffic.
· The optimisation of existing capacities and traffic conditions is not enough to address the rise in demand
· The optimisation of existing capacities and traffic conditions is not enough to address the rise in demand
The general opinion of stakeholders is that the shortage of capacity and the increase in demand will necessarily open a market for new major airports (up to 10 following Eurocontrol study) and medium sized airports (up to 15 for Eurocontrol).
The general opinion of stakeholders is that the shortage of capacity and the increase in demand will necessarily open a market for new major airports (up to 10 following Eurocontrol study) and medium sized airports (up to 15 for Eurocontrol).
The action plan on optimisation of current capacities suggested by the Commission is certainly necessary but it will not be enough to address the upcoming rise of traffic.
The action plan on optimisation of current capacities suggested by the Commission is certainly necessary but it will not be enough to address the upcoming rise of traffic.
· addressing the traffic growth by building new capacity can be environmentally friendly
· addressing the traffic growth by building new capacity can be environmentally friendly
- It would save unnecessary emissions due to en route or ramp congestion.
- It would save unnecessary emissions due to en route or ramp congestion.
- External costs will be smoothened by the improvement of the environmental performance of engines, by a regular renewal of the fleets and by the increase of use of the super sized jumbo jets such as the A-380 (which already consumes 20% less kerosene than its competitors).
- External costs will be smoothened by the improvement of the environmental performance of engines, by a regular renewal of the fleets and by the increase of use of the super sized jumbo jets such as the A-380 (which already consumes 20% less kerosene than its competitors).
- But it would also need to be accompanied by suitable EU measures to limit the negative external effects of air traffic (GHG emissions, noises) such as ETS, taxation of kerosene, differentiation of airport charges according to environmental performance.
- But it would also need to be accompanied by suitable EU measures to limit the negative external effects of air traffic (GHG emissions, noises) such as ETS, taxation of kerosene, differentiation of airport charges according to environmental performance.
The necessity of a better internalisation of environmental (external) costs has been reaffirmed by the Parliament numerous times and a level playing field for transport should be set up by June 2008 following the Eurovignette Directive.
The necessity of a better internalisation of environmental (external) costs has been reaffirmed by the Parliament numerous times and a level playing field for transport should be set up by June 2008 following the Eurovignette Directive.
One can imagine that Air transport will and should at some point also be impacted.
One can imagine that Air transport will and should at some point also be impacted.
However this process should take place though the evolution of rules at international level with a view of not hampering EU air transport competitiveness which is already threatened by the fast development of major hubs on neighbouring non EU regions of Europe .
However this process should take place though the evolution of rules at international level with a view of not hampering EU air transport competitiveness which is already threatened by the fast development of major hubs on neighbouring non EU regions of Europe .
· What can be done at EU level to address the need for additional capacities?
· What can be done at EU level to address the need for additional capacities?
- Organise a better coordination of efforts to build new capacities in Europe
- Organise a better coordination of efforts to build new capacities in Europe
A first step could consist in providing tools to evaluate and identify the situation and future needs in capacity and the optimal use of new capacities for the competitiveness of EU air transport and the long term efficiency of traffic flows.
A first step could consist in providing tools to evaluate and identify the situation and future needs in capacity and the optimal use of new capacities for the competitiveness of EU air transport and the long term efficiency of traffic flows.
Even if the need for extra capacity is not specifically stressed in the Communication from the Commission, it highlights the need to clearly identify existing capacities and to provide tools to assess future needs.
Even if the need for extra capacity is not specifically stressed in the Communication from the Commission, it highlights the need to clearly identify existing capacities and to provide tools to assess future needs.
Such an exercise is a minimum prerequisite that the EP should uphold.
Such an exercise is a minimum prerequisite that the EP should uphold.
But this collaborative process could be extended to include the creation of a form of airport capacity planning at EU level organised by the Commission and associating Member States, the EP and the industry.
But this collaborative process could be extended to include the creation of a form of airport capacity planning at EU level organised by the Commission and associating Member States, the EP and the industry.
Finally a regular assessment on airport capacity should be made available to the Parliament.
Finally a regular assessment on airport capacity should be made available to the Parliament.
But more could be done:
But more could be done:
- Building a more suitable Regulatory environment
- Building a more suitable Regulatory environment
Even if the EU has no direct competence to decide on the building of new airport capacity, it can influence the shape of the regulatory environment that would properly accompany such an evolution and guarantee the efficiency and competitiveness of the sector vis-à-vis non EU competitors (non EU Hubs).
Even if the EU has no direct competence to decide on the building of new airport capacity, it can influence the shape of the regulatory environment that would properly accompany such an evolution and guarantee the efficiency and competitiveness of the sector vis-à-vis non EU competitors (non EU Hubs).
The fields for regulatory action are among others:
The fields for regulatory action are among others:
- For Regulation 95/93 on common rules for the allocation of slots at Community airports more guidance is needed from the Commission, clarification of the text is also necessary.
- For Regulation 95/93 on common rules for the allocation of slots at Community airports more guidance is needed from the Commission, clarification of the text is also necessary.
The introduction of market based mechanisms in the slot allocation process should be accelerated
The introduction of market based mechanisms in the slot allocation process should be accelerated
- A Slot coordination committee in each big "coordinated "airport has been established by Regulation 95/93 (modified in 2004) amongst other tasks to establish the method to monitor the use of slots by the airlines and to insure better coordination and matching between ATFM (Air Traffic Flow Management) and airports commercial slots.
- A Slot coordination committee in each big "coordinated "airport has been established by Regulation 95/93 (modified in 2004) amongst other tasks to establish the method to monitor the use of slots by the airlines and to insure better coordination and matching between ATFM (Air Traffic Flow Management) and airports commercial slots.
More generally, it seems that more could be done to prevent or correct misuses from Air carriers that intentionally operate air services at a time significantly different from the allocated slot.
More generally, it seems that more could be done to prevent or correct misuses from Air carriers that intentionally operate air services at a time significantly different from the allocated slot.
- To speed up the creation of functional airspace blocks by if necessary preparing a top-down approach to guarantee substantial improvements before 2010
- To speed up the creation of functional airspace blocks by if necessary preparing a top-down approach to guarantee substantial improvements before 2010
Ground handling
Ground handling
The 1996 "ground handling" Directive
The 1996 "ground handling" Directive
The objective of the Directive is to enhance the competitive provision of ground handling services at European airports, in order to reduce airline costs, improve quality of service and provide airlines with a choice of handling agent.
The objective of the Directive is to enhance the competitive provision of ground handling services at European airports, in order to reduce airline costs, improve quality of service and provide airlines with a choice of handling agent.
The Directive foresees that its provisions on third party handling apply in all airports with more than 2 million passengers or 50,000 tonnes of freight per annum; for the self handling aspects, the thresholds is 1 million passengers or 25,000 tonnes of freight per annum.
The Directive foresees that its provisions on third party handling apply in all airports with more than 2 million passengers or 50,000 tonnes of freight per annum; for the self handling aspects, the thresholds is 1 million passengers or 25,000 tonnes of freight per annum.
With the exception of four categories of ground handling, the Directive requires that any organisation be allowed to provide ground handling services (subject to licensing for safety and financial fitness etc.), including airlines wishing to self-handle.
With the exception of four categories of ground handling, the Directive requires that any organisation be allowed to provide ground handling services (subject to licensing for safety and financial fitness etc.), including airlines wishing to self-handle.
However, for baggage, ramp, and freight and mail handling, and for fuelling, a Member State can limit the number of handlers, but to no less than two organisations.
However, for baggage, ramp, and freight and mail handling, and for fuelling, a Member State can limit the number of handlers, but to no less than two organisations.
A further requirement is that at least one of the handlers has to be independent of both the airport operator and any airline(s) responsible for carrying more than 25% of the airport’s traffic.
A further requirement is that at least one of the handlers has to be independent of both the airport operator and any airline(s) responsible for carrying more than 25% of the airport’s traffic.
Assessment of 10 years implementation of the Directive
Assessment of 10 years implementation of the Directive
In its report the Commission states , on the basis of a study dating from 2002 and without any new in depth analysis, that the introduction of competition at many airports which were previously closed or static markets has produced:
In its report the Commission states , on the basis of a study dating from 2002 and without any new in depth analysis, that the introduction of competition at many airports which were previously closed or static markets has produced:
* Better value for money spent on ground-handling services;
* Better value for money spent on ground-handling services;
* Greater pressure on the prices for ground-handling services;
* Greater pressure on the prices for ground-handling services;
* Dilatory actions in some instances on the part of competent authorities/airports in fully applying the Directive;
* Dilatory actions in some instances on the part of competent authorities/airports in fully applying the Directive;
* Some impact on employment conditions in the industry but no evidence of an overall reduction of jobs;
* Some impact on employment conditions in the industry but no evidence of an overall reduction of jobs;
* A modest shake-up in the market shares in ground handling at the economically most important EU airports. ("only" 23 new entrants in the last 7 years)
* A modest shake-up in the market shares in ground handling at the economically most important EU airports. ("only" 23 new entrants in the last 7 years)
Possible issues for a future modification of Directive 96/67
Possible issues for a future modification of Directive 96/67
The issue of the Revision of the Directive has been on the table for several years.
The issue of the Revision of the Directive has been on the table for several years.
A new draft Proposal was established by the Commission 2 years ago but its publication has been postponed because of a combination of different problems raised by some major stakeholders.
A new draft Proposal was established by the Commission 2 years ago but its publication has been postponed because of a combination of different problems raised by some major stakeholders.
As a preamble, one should be mindful of the necessity to ensure a proper implementation of the current Directive, and not only in the new Member States.
As a preamble, one should be mindful of the necessity to ensure a proper implementation of the current Directive, and not only in the new Member States.
Indeed, it appears that in some Member States the Directive is not properly implemented in terms of opening up of the market, some breach procedures could be launched in order to at least ensure the correct implementation of the current provisions.
Indeed, it appears that in some Member States the Directive is not properly implemented in terms of opening up of the market, some breach procedures could be launched in order to at least ensure the correct implementation of the current provisions.
It may also be that the provisions of the Directive could be made clearer in order not to leave to airports a too wide margin of interpretation.
It may also be that the provisions of the Directive could be made clearer in order not to leave to airports a too wide margin of interpretation.
· Do we need further liberalisation?
· Do we need further liberalisation?
As the Directive was conceived as a multiple step exercise we will have to examine if the market would benefit from a further opening of the ground handling market in order to gain more added value and to achieve the objectives of the text.
As the Directive was conceived as a multiple step exercise we will have to examine if the market would benefit from a further opening of the ground handling market in order to gain more added value and to achieve the objectives of the text.
This could be done by increasing the number of third party suppliers vying for a restricted number of ground handling services.
This could be done by increasing the number of third party suppliers vying for a restricted number of ground handling services.
It would lead to the modification of the scope with extra rules for market opening in bigger airports (for example 10-20 million passengers) or for airports where there is a substantial contestable market (when the main airlines or the airport does not ensure the majority of the ground handling).
It would lead to the modification of the scope with extra rules for market opening in bigger airports (for example 10-20 million passengers) or for airports where there is a substantial contestable market (when the main airlines or the airport does not ensure the majority of the ground handling).
It would however be necessary to have a new independent impact analysis before entering in any further liberalisation.
It would however be necessary to have a new independent impact analysis before entering in any further liberalisation.
· How to guarantee that the users' (airlines) opinion/interests are preserved in the choice of the ground handler?
· How to guarantee that the users' (airlines) opinion/interests are preserved in the choice of the ground handler?
The choice of a new entrant for restricted services is made by the airport while the contract relating to the supply of services is concluded between the service providers and the airline.
The choice of a new entrant for restricted services is made by the airport while the contract relating to the supply of services is concluded between the service providers and the airline.
In order to have a more user-oriented policy for the allocation of capacity for ground handlers new rules for the Airport Users Committee should be installed: for example, a special motivation could be required when the choice made by the airport does not follow the opinion of the Committee.
In order to have a more user-oriented policy for the allocation of capacity for ground handlers new rules for the Airport Users Committee should be installed: for example, a special motivation could be required when the choice made by the airport does not follow the opinion of the Committee.
The decision could also in this case be passed on to an authority independent from the managing body of the airport.
The decision could also in this case be passed on to an authority independent from the managing body of the airport.
Furthermore, the airlines already operating ground handling in the airport should not be part of the vote concerning its possible competitors.
Furthermore, the airlines already operating ground handling in the airport should not be part of the vote concerning its possible competitors.
Finally the dissident opinion should be included in the minutes of the meeting on selection of candidates.
Finally the dissident opinion should be included in the minutes of the meeting on selection of candidates.
A more radical suggestion could be that the decision be taken by a commission associating the airport and the users.
A more radical suggestion could be that the decision be taken by a commission associating the airport and the users.
· The need to guarantee good quality of services at competitive prices
· The need to guarantee good quality of services at competitive prices
If the reduction of prices is a fair objective for airlines and passengers, it has to be accompanied by the quality of services among which is the efficiency of the throughput with the best security/safety level.
If the reduction of prices is a fair objective for airlines and passengers, it has to be accompanied by the quality of services among which is the efficiency of the throughput with the best security/safety level.
Parliament would benefit from having an in depth view of all those parameters on major EU airports based on a benchmarking exercise so as to compare the efficiency/cost ratio of ground handling on major EU airports following their organisational scheme for the provision of such (airport based, self handling based or third party based).
Parliament would benefit from having an in depth view of all those parameters on major EU airports based on a benchmarking exercise so as to compare the efficiency/cost ratio of ground handling on major EU airports following their organisational scheme for the provision of such (airport based, self handling based or third party based).
Moreover a licensing process at EU Member State level to guarantee a minimum level of quality and sustainability of the provider should become mandatory.
Moreover a licensing process at EU Member State level to guarantee a minimum level of quality and sustainability of the provider should become mandatory.
The attribution of a license could fall under the principle of mutual recognition.
The attribution of a license could fall under the principle of mutual recognition.