Europe state of art report
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- I. EXECUTIVE SUMMARY
- II. INTRODUCTION, AIRPORT CITY CONCEPT
 
EUROPE STATE – of – ART REPORT FINAL VERSION June, 2013, Budapest EUROPE STATE – of – art REPORT FINAL VERSION June, 2013, Budapest Partnership Agreement between Lead Partner and Partners of “airLED: Local economic development in airport catchment areas” - project No 4CE485P4
János Berényi Nóra Fejes Viktor Serbán Miklós Siska Editing: Miklós Siska Drawings: Viktor Serbán Gáborné Török Data sources: see Sources and Annexes Report done by: KTI Institute for Transport Sciences Nonprofit Ltd.
I. EXECUTIVE SUMMARY 5 II. INTRODUCTION, AIRPORT CITY CONCEPT 6 II.1. The role of the STATE-OF-ART REPORT in the airLED project 12 II.2. Key output requirements and scope of the State-of-Art Report 14 III. AIRPORTS AND AIRPORT REGIONS IN EUROPE 16 III.1. General geographical overview of airports in Europe and interdependencies of air traffic and socio-economic situation of airport zones 16 III.2. Passenger traffic of airports in Europe 27 III.3. Cargo traffic of airports in Europe 33 III.4. Air traffic and ownership of airports in Europe 36 IV. MARKET CHALLENGES FACING AIRPORTS 39 IV.1. Competition as a new driver of the changes of the airports 39 IV.2 Reassessing market power 45 V. AIRPORT DEVELOPMENT 53 V.1. Detailed analysis of selected European airport regions 53 V.1.1 Munich Airport 55 V.1.2. Zurich Airport 57 V.1.3. Vienna Airport 59 V.1.4. Prague Airport 62 V.1.5. Cologne-Bonn Airport 64 V.1.6. Brussels South Charleroi Airport 67 V.1.7. Basel - Mulhouse Airport 69 V.1.8. Bratislava Airport 72 V.1.9. Leipzig/Halle Airport 74 V.2. Key success factors for airport development 76 V.3. Key success factors for airport generated local and regional economic development 77 V.4. On and off-site airport development concepts 79 VI. CONCLUSIONS 81 VI.1. Airport development criteria 81 VI.2. Airport impacts on surrounding regions 83 VI.3. Airport city: a dream or realistic ambition? 84 SOURCES AND ANNEXES 85
The airport city concept was developed in the USA by Dr. Kasarda considering the facts that airports are never static, they are constantly evolving in form and function. Most airports have developed significant non-aeronautical facilities, services and revenue streams in addition to their core aeronautical infrastructure and services. In our study, in chapter 2 we present the theory and some doubts regarding its’ future, not only regarding on the future of airport cities but on the whole air traffic business. In chapter 3 we describe the European aeronautical market. Statistics of passenger and cargo traffic, shares and structures of more than 500 European airports is presented We also try to summarize the recent developments of the European aviation market with a focus mainly on the possibilities and challenges faced by the airports. We also present some solutions appeared in the last years in Europe in chapter 4. Chapter 5 presents the main basic data and information regarding 9 different European airports: their geographical and socio-economical situation, revenue and EBIT, possibilities of development as they comment in their own annual reports. Finally we draw up some recommendations and conclusions regarding the strategic development plans of European regional airports, with a focus on the possibilities to their development as “Airport cities”.
To enable the project partners of airLED1 and other the future users of the output documents of this project it is important to understand the current situation of airports in Europe and especially in the Central-European region. It is very important to clarify the idea and the real appearance of Airport Cities in the closer and wider geographical “catchment area” of our project. First of all it should be understood: what does “Airport City” mean, and what makes an airport city different from other airports or other cities? The concept was published more than several decades ago in the USA, by John Kasarda. He is professor of management and director of the Kenan Institute of Private Enterprise at the University of North Carolina’s Kenan-Flagler Business School. He advises airports and government officials around the world on Airport City and Aerotropolis development. The concept was formed and developed during the time and regarding on the evolution of airport cities in 2008. In this paper Dr. Kasarda summarized the concept as follows2: “Airports like cities are never static. They are constantly evolving in form and function. Historically, airports have been understood as places where aircraft operate, including runways, control towers, terminals, hangers and other facilities which directly serve aircraft, passengers and cargo. This traditional understanding is giving way to much broader, more encompassing concept known as the Airport City which has became the 21st century way forward for many airports. The Airport City model is grounded in the fact that in addition to their core aeronautical infrastructure and services, major airports have developed significant non-aeronautical facilities, services and revenue streams. At the same time they are extending their commercial reach and economic impact well beyond airport boundaries. Airport Metamorphosis Airport terminals are fast becoming luxurious shopping malls and artistic and recreational venues. No longer restricted to magazine shops, fast food outlets, and duty free, they now feature brand name boutiques, specialty retail, and upscale restaurants along with entertainment and cultural attractions. Hong Kong International, for instance, hosts more than 30 highend designer clothing shops. Singapore Changi offers cinemas, saunas, and a tropical butterfly forest, while Las Vegas McCarran has a museum and Amsterdam Schiphol a Dutch Master’s art gallery. Others doing things differently include Frankfurt – which has the world’s largest airport clinic serving over 36,000 patients yearly – and Detroit Metro whose swank 420 room Westin Hotel is located just off its main terminal concourse as is Dallas Ft. Worth’s Grand Hyatt hotel which serves as a fly-in virtual corporate headquarters for many U.S. businesses. Beijing Capital Airport’s tenants include banks while Stockholm Arlanda’s intensively utilised chapel conducted nearly 500 weddings in 2007. Most major airports, of course, are diversifying, expanding, and upgrading their retail offerings, often incorporating shopping streets, gallerias, gourmet and culinary clusters, and arts, entertainment, and cultural zones. These are being complemented by local themed merchandise and dining outlets. Given the significantly higher incomes of airline passengers (typically three to five times higher than national averages) and the huge volumes of passengers flowing through the terminals (up to 85 million annually compared to 8-12 million annually for a large mall), it is not surprising that major airport retail sales per square metre average three to four times greater than shopping malls and downtown shops. As a result, their terminal commercial lease rates tend to be the highest in the metropolitan area. In addition to incorporating a variety of commercial and entertainment venues into passenger terminals, airports are developing their landside areas with hospitality clusters, office and retail complexes, conference and exhibition centres, logistics and free trade zones and facilities for processing time-sensitive goods. Revenues from such developments are being reinforced by major financial streams from advertising and parking. Consequently, many airports now receive greater percentages of their revenues from non-aeronautical sources than from aeronautical sources (e.g., landing fees, gate leases, passenger service charges). For some, such as Atlanta, Dallas, Hong Kong and Schiphol, non-aeronautical activities contribute approximately two-thirds of total airport revenues. These non-aeronautical revenues have become critical to airports meeting their facility modernisation and aeronautical infrastructure expansion needs, along with their being cost-competitive in attracting and retaining airlines. Since non-aeronautical revenue flows are rising and relatively predictable (i.e., they are not as sensitive to business cycles in general), there is emerging interest in securitizing them for major up-front airport capital infusions. This, together with airport monopoly or oligopoly position in major markets have made them favourite venture targets of investment firms such as the Blackstone Group and McQuarie Bank, who typically upgrade and expand airport commercial development to meet both user and shareholder expectations. Such rapid expansion of airport-centric commercial development is making today’s gateways leading urban growth generators as they become significant employment, shopping, trading, business meeting , entertainment and leisure destinations in their own right. These airports, in fact, are taking on many features of metropolitan central business districts, increasingly operating as regional and national points of multimodal surface transportation convergence and commercial development. This evolution in function and form has essentially transformed numerous city airports into airport cities. Airport City Drivers Airport Cities have evolved with different spatial forms predicated on available land and ground transportation infrastructure, yet virtually all emerged in response to four basic drivers:
The idea is worldwide accepted and accordingly used in the different development projects and strategies of the airports not only in the USA, but on other continents as well. The airport city could be considered as the physical internet that connect the worldwide supply chains, the tourism nodes, places for face-to-face businesses and fast-shipping needs of different types of business together. It connects a metro region to the global economy, especially flows of time-sensitive products such as microelectronics, pharmaceuticals, aerospace equipment, medical instruments, and high-value perishables. The airport and its immediate environments are central nodes in such national and global movements. In this context the different activities at and around the airport should be distinguished from one another. Güller and Güller3 provide a useful framework for classifying aeronautical and non-aeronautical activities. They describe three categories of activities based on the extent to which they are related to air traffic:
Dr. Kasarda adds to this that “along with air traffic patterns, surface connectivity, and land price, the nature of the local market (industrial structure and nearby resident population commercial demands) play a role in the nature of airport-area development and activities taking place. So do airport boundaries. Those airports with limited developable land will see substantial airport-related and airport-oriented commercial development taking place outside the fence. The boundaries of numerous airports were established many decades ago, well before they assumed significant commercial and competitive development roles. Yet ,just as urban development did not stop at the political boundaries of metropolitan area central cities, so airport-dependent development will not stop at the formal boundaries of airports. Moreover, since airports areas are attracting businesses, workers, and residents at a heightened pace (e.g., in the U.S., research has shown that employment growth near airports has been growing considerably faster than the metropolitan suburban area in which the airport is located), airport area commercial development reflects employee and resident needs in terms of incidental services. These include housing, recreation, food services, retail, health, child day care, veterinary services, et cetera that growing numbers of airport and airports-linked business employees desire (or even require). Often these needs are being provided in large mixed-use (commercial/residential) developments in the airport region. Hence, many airport areas have also become metropolitan population growth nodes.”4 During the last decade the concept and real life examples have further evolved, and nowadays professionals and researchers of the field speak about the “aerotropolis”. As more and more aviation-oriented businesses were being drawn to airport cities and along transportation corridors radiating from them, a new urban form has emerged stretching up to 30 kilometres outward from some airports. Analogous in shape to the traditional metropolis made up of a central city and its rings of commuter-heavy suburbs, the Aerotropolis consists of an airport city and outlying corridors and clusters of aviation-linked businesses and associated residential development. Dr. Kasarda also believes that “although most aerotropolis development to date has been organic, spontaneous and haphazard – often spawning congestion and environmental problems – in the future it can be markedly improved through strategic infrastructure and urban planning.
In short, aerotropolis development and sustainable "smart growth" can and should go hand-in-hand.”5 But there are some doubts regarding Dr. Kasarda’s concept as well, which can’t be ignored in the context of the airLED project as well. First of all the sustainability of air transport in its present form should be considered, especially since it is completely dependent on fossil fuels. The most severe consequence of this is whether the air traffic could be maintained the as a business-as-usual functioning, as the petroleum reserves of the earth are not inexhaustible. There is no airport without air traffic. The aerotropolis development concept implies that air transport undergoes a radical change in technology over the next 50 years. The second doubt regards the concentration of those infrastructures around the aerotropolis which are not unique to air transport. The aerotropolis concept represents a concentration of high-value assets and the aerotropolis also would become a hub for other critical infrastructure such as rail and road transport. Therefore the aerotropolis is a much broader area for security risk than one airport alone. The same observation could be applied to any conglomerations of infrastructure that are equally exposed to security threats. Last but not least there are doubts whether air transport has become a driver of economic activity and trade at all, and thereby will it replace other components of international economic development. Some researchers presume that the aerotropolis could be a major partner in the development of an airport catchment area rather than a substitute for other inputs into these systems, such as maritime, road and rail transport.6 Directory: wordpress -> wp-content -> uploads -> 2012 uploads -> Victim participation in criminal procedures uploads -> Bury st edmunds hockey club uploads -> Professor rona s beattie and dr david bamaung glasgow caledonian university email for corresponding author uploads -> Best Offensive Players: qb #19 keenan reynolds, N, ’16. Lg #57 E. K. Binns, N, ’16 uploads -> Smart Supervision Research Partner Orientation Course fy13 and fy14 Grantees September 29- october 1, 2015/San Antonio, tx uploads -> Autonomous Control for a Reliable Internet of Services (across) 2012 -> Annual Curriculum and Accreditation Review 2012 -> Section 1-1 Introduction of cemmath Download 474.77 Kb. Share with your friends:
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