Why can I talk about this? We, me and our team, have been managing our airport for more than 10 years in Karaganda that, at cost of colossal efforts, is turned towards CARGO (But this is a separate theme to discuss). I am familiar with work performed in the capital and Almaty airports. I have firsthand knowledge of the problems and the situation in the industry. I have undergone 400 000 kilometers, or 640 hours of flights around the world in the last two years: not as a passenger, but critically evaluating everything and everywhere ... and taking experience unnoticably.
I answer on Facebook posts of some commentators and bloggers, because this is the audience that the recent statements of AirAstana, QazaqAir, SCAT and UzbekistanAirways are presumed on. Our dear
In short, they themselves let the genie out of the bottle.
1. KLM left because of high airport tariffs
The "take-off/landing" tariff in euros per a ton of take-off weight: Amsterdam - 7.4 (KLM basic airport); Istanbul - 7.14; Sheremetyevo - 2.6 for local planes, 8.6 for foreign planes; Karaganda - 4,4; Astana - 4.52; Almaty - 6,5. For others – the same.
By the way, you may find disputes regarding the “Aviation Security tariff” very interesting. The main costs in this sphere are the salary of employees and depreciation of the inspection equipment. Do you need further explanations? Can you see the correlation?
2. Domestic airports keep out foreign airlines
The simplest logic: airports compete for airlines and earn on passengers and planes. The more of them, the better. Airlines compete for a passenger. If you exclude a foreigner, you take a passenger. Who does keep out?
3. Airports are guilty for high prices for aviation fuel
Let's start with the fact that airports do not produce fuel. Moreover, we do not have enough of it in our country. We purchase more than a half of the required volume in Russia. Fuel prices have never been regulated, and it cannot be done at all. This is a very delicate matter, it's not B2C (the retail market). Everything will be frozen in a moment so consequences are rather complicated: a collapse of a universal scale. It requires maximum flexibility.
Only the fueling service is subject to regulation. This is the work of fuel and refueling complex with all gas stations. It is very serious and responsible work. This tariff is a mere penny, 10-20 dollars per a ton. Each refueler costs under 500 000 dollars.
No airport will offer inadequate prices for fuel, otherwise a customer leaves. There are the cases when airports provide fueling services at a loss and are compensated by other services. It should be noted that EA buys the annual volume of fuel directly from the refinery, bypassing the airports. The price of fuel is quite a question for the other participants of our economy.
4. Airport tariffs are not transparent
Do you know how much documents you need to provide to protect an airport tariff? We filled the full trunk of the "kabluk" or "pirozhkovoz" (the old "Moskvich" motor car) with folders with documents to be submitted to the department of the AZK to protect only one tariff! Only certificates "on whom we are not married" were not there.)))
I think everything is clear.
5. Airports do not provide the proper level of service
Airlines, coming to the airport, say: do it, this and this, but you cannot raise tariffs. Here, probably, our Soviet past is guilty. We did not use to live within capitalism environment.
There is no business without investments. And no one will ever invest money without their return. Probably, our airlines have invented a perpetuum mobile. Ask them about leasing payments for their aircraft, they will start to complain! It's an investment! For good service at airports, you need to purchase equipment and hire qualified people.
6. Airports raise tariffs without control
Airports can protect and change tariffs every few years. Airlines change the price of tickets several times a year. You can see it yourself.
7. Austrian Airlines - EmiratesFly, CzechAirlines, AirFrance and others - do not fly to us because of high airport rates.
For one thing, we return to step 1. Next. The flights of foreign airlines are regulated by the intergovernmental agreements, where it is clearly written who, when and how can fly to us and to which airports. Decisions are made by the Civil Aviation Committee. And now think about what the KGA is asking for airports and what are our airlines talking about? Three times guessed, considering paragraph 2?
We fought for two years to allow Aeroflot to fly to Karaganda. At the same time, both EA and SKAT, and all the others refused to fly from Karaganda to Moscow. Although "EA" is the "designated carrier" in this direction by inter-agreement. "Dogs in the manger".
8. Foreign airlines are ruining the domestic ones.
This is a direct confirmation of the interest of domestic airlines in the care of such as KLM. I think further comments are unnecessary, since no one ever said that they are ruining our airports.
9. Domestic airports earn only through higher tariffs worldwide, airports increase revenues through non-aeronautical services.
In order to receive these non-aeronautical revenues, it is necessary to invest in non-aviation infrastructure: shops, restaurants and so on. And here we return to step 5. For example, Frankfurt Airport's capital expenditure program is about seven to eight billion Euros per year. Everything is so expensive in aviation. This is special equipment. Who will invest without understanding the return? And then, revenues from non-aviation activities come from passengers. From transit passengers who spend several hours at the airport! At dead-end airports the passenger arrived - flew away, flew - left. Where is our transit? Where are transit flights? It is done by AIRLINES! Only they! Where flights to New York, Rome, Milan, Tokyo, Singapore, Madrid, San Francisco? They do not fly and they do not give to others.
10. And finally.
Our airlines need to establish a dialogue and cooperation with airports, rather than trying to ditch them permanently. I'm sick of this endless war inside the industry.
This is no longer a myth. It is fantastic.
P.S. If to argue on a national scale, then the airline's capitalization is hundreds of millions of dollars, the capitalization of airports is tens of billions. This is about the potential and priorities.
Hard Talk - Askhat Aimagambetov, Minister of Education and Science of the Republic of Kazakhstan
Hard Talk - Nurlan Smagulov, President of Astana Group