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Integration and Concentration Of Mantecchini L. et al. Integration and Concentration of European Air Transport Market UDC: 656.7:339.43(4) DOI: http://dx.doi.org/10.7708/ijtte.2013.3(2).08 INTEGRATION AND CONCENTRATION OF EUROPEAN AIR TRANSPORT MARKET Luca Mantecchini1, Nicola Gualandi2, Filippo Paganelli3 1, 2, 3 DICAM – Transportation, Faculty of Engineering, University of Bologna, Italy Received 12 November 2012; accepted 22 March 2013 Abstract: During the last years air transport stakeholder’s behaviors have witnessed deep modifications. Airlines competition has been exacerbated by economic downturns, while airport competition emerged as a result of the less governmental intervention in airport investments. The first result of this process is a mix-model adopted by EU airlines in the domestic market, which implies that network airlines have adopted few of the strategies that have guaranteed the establishment of the low fares carriers, while low cost carriers have been continuously increasing the number of major airport served. The volatility of the air transport deregulated market has been analysed in the scientific literature and these aspects can be perceived as further evidences of the increased volatility. In order to limit the negative effects of volatility in the EU market, air transport players have been sought manners to enhance stability. Airlines mergers or acquisitions, buyout of airport operator’s shares by airlines, airport-airline partnership for ad-hoc infrastructure development or buyout of airport’s shares by other airport operators are examples of this will for a greater stability of the system. This paper analyses all these aspects highlighting the pursuing of greater stability by the fragile EU air transport system. Keywords: air transport, deregulation, market concentration, volatility. 1. Introduction and Evolution of Air the oil crises in the 1970s and 1980s and of Carrier’s Strategies the terroristic attack of Al Qaeda in New York on 11th September 2001. The demand for air traffic has always been growing very fast if compared with the demand It has been demonstrated that air traffic for other transportation systems. Airline demand concentration and airports accessibility are depends strongly on both endogenous an simple indicators to analyse the main trends exogenous factors like wars, terrorism, fuel in the air traffic industry. In this paper, prices and economic scenarios. A growth in the attention is focused on the number of GWP results in more attitude towards economic movements (i.e. take-offs or landings) and exchanges and business travels; moreover the on the number of destinations attainable from improved economic conditions have a favourable a sample of airports in five EU countries to impact on the number of leisure trips. analyse the level of congestion at these airports. It is not necessarily true that a high number of From the analysis of Fig. 1, it is possible to passenger handled results in high number of detect the impacts on air traffic demand of movements and, therefore, in airport congestion 1 Corresponding author: [email protected] 204 International Journal for Traffic and Transport Engineering, 2013, 3(2): 204 – 219 Fig. 1. European Air Traffic Trend Source: EUROCONTROL (Grebenšek and Magister, 2012), indeed it is In this environment, the deregulation of the necessary to take into account variables such market and the privatisation of airlines have as airplane capacity, frequencies of flights and led to the rise of a more commercial airline airlines’ fleet mix. behaviour due to the increased competition brought by new players entering the market. Generally speaking, up to the second part Low-cost airline companies emerged in of the 1990s there was a single scheduled Europe during the 1990s with the specific aim airline for each European country operating of operating short-haul services in a point-to- international flights both intra-European point network with a lower cost structure in and inter-continental. These carriers, which order to pursue lower fares (Doganis, 2010). have been defined as flag carriers, operated Greater efficiency has been achieved through a in a limited competitive environment and wide number of factors: for example increased operated hub-and-spoke networks with the aircraft and crew utilisation and the use of operative base, or rather the hub, located in single kind of single-class aircraft with higher the capitals of each State. Full-service carriers seat density. Cost savings have also been use sophisticated hub-and-spoke networks in achieved through selling tickets electronically which each route (maybe unprofitable as such) to customers, new business strategies and contributes in feeding traffic to the network. direct negotiation with airport managers to The individual flights are interdependent obtain reductions in airport charges. LCCs feeder services and crew and aircraft are usually often fly from uncongested, secondary or deployed according to complex rotation plans. regional airport due to their lower fares and 205 Mantecchini L. et al. Integration and Concentration of European Air Transport Market the possibility to have shorter turn-around concerns. Many authors have studied the times. LCC place different demands on economic implication of airline consolidation; airport facilities than traditional carriers: the findings show that total costs increase They don’t need business lounges or high 20% slower than the total traffic generated levels of service of terminal facilities (check- by the merged airlines. Airline alliances take in, baggage services and security checks); many forms and not only generate various moreover they would like to obtain parking benefits and risks to the members but also stands adjacent to the terminal to avoid the to other stakeholders such as passengers, use of air bridges or fingers. The development communities and travel agencies. The alliances of low-cost carriers during the last decade could result in new route options, extension of had a dramatic effect on the European airline frequent flyers program (Fan et al., 2001) and market. Low-cost carriers are expected to common reservation systems and creation of grow their market share in short-haul services new market shares. On the other hand, there up to 25-35% (Francis et al., 2004). Low- could be a potential tendency for reduced cost carriers maintain relationship with their both competition and level of services and base airport, stationing there planes in night higher fares. Historically alliances have been stop, personnel and supporting services; thus most evident in international aviation where establishing a connection lightly similar to the governments offered the airlines antitrust that existing between hub and dominant immunity for transoceanic alliances – for scheduled airline. example the open skies agreements between US and European countries – that allows Recently a convergence of the two business the partners to discuss schedules, fares and model has been observed. Ex flag carriers have frequency of flights (Ash, 2002). undergone deeply reorganization processes in order to reduce the cost base, to be more Direct acquisition can be both in the form of competitive on the market and to offer a 100% ownership or in the form of a major lower fares in the liberalized market, while shareholding (> 50%). Direct acquisition low cost carriers have increased the service is less viable nowadays both for the huge quality standards or tend to adopt simple amount of money implied and for legal hubbing models (i.e. Aer Lingus, Air Berlin restriction to foreign ownership posed by or Germanwings). some countries (U.S. legislation provides a ceiling to foreign carriers owning a stake in Ex flag carriers, in order to increase their US carriers). market share, have enhanced the practice of airline alliances, because they are intent Airline demand depends strongly on both on increasing the number of passengers endogenous and exogenous factors like wars, (Iatrou and Alamdari, 2005). Two definitive terrorism, fuel prices and economic scenarios. characteristics of strategic alliances are A growth in GWP results in more attitude exclusive memberships and a joint marketing towards economic exchanges and business entity (IATA). Airline alliances should be travels; moreover the improved economic fostered by different factors, such as increased conditions have a favourable impact on the globalisation in air transport, increasing number of leisure trips. Some example of interaction, economic incentives for airline merging and alliances between scheduled consolidation, liberalisation and anti-trust carriers at European level are: 206 International Journal for Traffic and Transport Engineering, 2013, 3(2): 204 – 219 • Air France-KLM (May 2004); 18% of Buzz in February 2003 and tried twice to shares are owned by French government, do the same with Aer Lingus (Francis et al., the rest has been privatized. After the 2004) but in both the cases the acquisition has merging, AF-KL registered a +10% in been thwarted because judged as potentially revenues, +5.5% in passengers carried restrictive of the concurrence. Other possible and +1% in load factor (Air France-KLM, forms of cooperation between airlines exist full year results 2005-06), in addition to the merging, the acquisitions • Lufthansa; totally privatized. It owns and alliances, but they are characterised by a now Swiss Airlines, Austrian Airlines, more operative connotation. These forms of Germanwings and Brussels Airlines, cooperation are the
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