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incentives. “Regardless of how far you squeeze the most out
of existing capacity, the reality is that new runways and
terminals are the only way to accommodate future demand,”
says Griffins. “Without new capacity, there will be less
competition, less choice, higher air fares, less economic
growth, and – ultimately – fewer jobs.”
This need is recognised by the European Commission (EC),
which has called for a re-examination of how airports operate
to ensure optimal use of current capacity, while acknowledging
that more is required: “This will not be enough and Europe will
not be able to cope without new infrastructure.” This will apply
particularly to new members of the European Union (and other
States aspiring to membership), since many have insufficient
capacity to deal with the levels of aviation growth that usually
accompany such developments.
According to ACI, European airports generally have too
much capacity or too much traffic, with the larger ones likely
to feel the pinch first. Indeed, according to EUROCONTROL,
which manages international airspace navigation services in
the region, the proportion of air-traffic delays that occurs at
airports (as opposed to en route) doubled from 23 per cent in
“Without new capacity,
there will be less
competition, less choice,
higher air fares, less
economic growth, and –
ultimately – fewer jobs”
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
50
2000 to 46 per cent three years later. In the short-term,
EUROCONTROL predicts that 20 or more airports in the region
will be short of capacity by 2010, and that by 2025 European
air traffic will have grown by more than 150 per cent,
compared with 2003 levels.
Obtaining permission and investment funds presents airport
operators with both economic and environmental challenges.
Not only must airports generate the financial wherewithal, but
the collective aerospace and aviation industries have to
reduce aircraft noise ‘footprints’ while lowering gaseous
output – the latter through a necessary system of emissions
trading between and among states. For airports, the key word
is ‘sustainability’, since they recognise that if growing travel
demand cannot be accommodated, then the increased
freedom of movement for people and goods provided by
aviation will be lost – with tremendous implications for both
European commerce and communities.
To provide the facilities needed, airports take a long-term
view, looking forward 20 or even 30 years, but they are
frustrated because airlines have a notoriously shorter-term
vision. Accordingly, their budget forecasts very often do not
recognise (much less address) the ongoing investment
needed to improve efficiency; investment to which airlines
contribute only a small amount of their expenditure. Indeed,
their own trade organisations, such as the International Air
Transport Association and, nearer home, the Association of
European Airlines, recognise that airport charges paid by
carriers have remained stable at only about 4 per cent (on
average) of their operating costs for at least a quarter of a
century. For their part the airports say that this is too little to
sustain long-term development to provide the capacity that
airlines will need in future.
To address some of the predicted problems, Europe’s airports
are planning to invest some $60 billion on new infrastructure
and facilities by 2025, plans that underline the long timescale
covering airport developments.
Further good news is that for each million passengers
handled, each European airport supports around 3,000 jobs,
about half of them in the immediate neighbourhood. More
travel means more jobs and greater local prosperity. To pay for
improvements, airport charges to airlines have to be heavily
subsidised from other non-aviation sources like airport shops
and car parks. This has led airports to suggest that true market
competition requires their charges to be related more directly
to the real costs of providing and paying for services.
Airports are committed to working with aviation industry
colleagues to fulfil their environmental responsibilities and want
to be proactive contributors to regional economic prosperity
through balanced management of growth. Therefore, policy
makers and national legislators must recognise the pressures
and give proper weight to the social and economic benefits
achieved by European airlines, concludes ACI EUROPE.
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
52
　
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