ICAO CIRCULAR 280-2000 Regional Differences in International Airline Operating Economics 1997《国际航线运营的经济性的地区差异1997》.pdf

1、i STD-ICA0 CIRCULAR 280-AT/117-ENGL 2000 M 4841416 0122495 448 W ICA0 CIRCULAR 2WAT1117 CIRCULAR 2000 REGIONAL DIFFERENCES IN INTERNATIONAL AIRLINE OPERATING ECONOMICS 1997 ApproEd by the Secretary General and published under his authority INTERN ATION AL CIVIL AVIATION ORGANIZATION MONTREALOCANADA

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14、nternational Civil Aviation OrganizationLicensed by Information Handling ServicesSTDIICAO CIRCULAR 28O-AT/LL7-ENGL 2000 D 4842426 0222497 220 TABLE OF CONTENTS Page 1 . INTRODUCTION . 1 2 . LEVELS OF UNIT REVENUES 2 Passengertraffic . 2 Freight and mail traffic . 4 3 . REGIONAL DIFFERENCES IN SCHEDU

15、LED PASSENGER UNIT REVENUES AND RELATED COSTS . 11 Overall financial results by international route group 11 Comparison of results for 1997 with those for 1992 . 12 Variations in revenuekost ratios among airlines . 15 4 . FACTORS CAUSING REGIONAL DIFFERENCES IN COSTS 21 Aircraft mix and stage length

16、 . 21 Prices for aircraft fuel and oil . 23 Airport and associated charges . 25 Loadfactor . 26 Other causes of regional differences in costs . 26 Summary of the causes of regional differences in costs . 29 APPENDIX 1 . SELECTED DATA SERIES COVERING 1992 TO 1997 31 APPENDIX 2 . DATA SOURCES AND COVE

17、RAGE 40 Sources . 40 Coverage . 40 APPENDIX 3 . METHOD OF ANALYSIS AND MARGINS OF UNCERTAINTY 45 Methodof analysis 45 Marginsofuncertainty . 48 APPENDIX 4 . QUESTIONNAIRES RELATING TO REVENUES AND COSTS 50 I . Facsimiles of questionnaires and attachments 50 II . Respondents to questionnaires 54 COPY

18、RIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesChapter 1 INTRODUCTION 1.1 This circular has been prepared pursuant to ICA0 Assembly Resolution A32-17, Appendix G, which directs the Council to issue periodically “a study on regional differences on the level of

19、 international air transport operating costs, analysing how differences in operations and input prices may affect their levels and the impact that changes in costs may have on air transport tariffs“. Focusing on the year 1997, this study on Regional Differences in International Airline Operating Eco

20、nomics, is a successor to the series of annual studies on Regional Differences in Fares, Rates and Costs for International Air Transport, which covered the years 1976 to 1992 (the 1992 results being published in Circular 254-AT/104). 1.2 For 17 international route groups, comprising all internationa

21、l routes, passenger, freight and mail revenue yield data are presented in Chapter 2 for scheduled services along with passenger and freight revenue yield data for non-scheduled operations. For the same route groups, regional differences in the costs related to the scheduled service passenger yields

22、are presented in Chapter 3. Finally, major causes of regional differences in costs are identified in Chapter 4. 1.3 This study compares the 1997 results with those for 1992, with data for the intermediate years 1993 to 1996 also provided in Appendix 1. The sources of data used in the study are given

23、 in Appendix 2 together with information on the sample sizes on which revenue and cost data are based. The method of analysis used in the study is presented in Appendix 3 together with information on the margins of uncertainty, which should be borne in mind when considering the results of studies of

24、 this nature. I .4 references to dollars“ mean “U.S. dollars“. Unless indicated otherwise, all references in this circular to “cents“ mean U.S. cents“, and all 1 COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling Services STD*ICAO CIRCULAR 280-AT/LL7-ENGL 2000 484L4L

25、b 0322497 O93 Chapter 2 LEVELS OF UNIT REVENUES Passenger traffic 2.1 Table 2-1. Estimates of average unit passenger revenues in 1997 by route group are presented in 2.2 The first column of Table 2-1 shows the average revenue per passenger-kilometre for scheduled passenger traffic on each route grou

26、p. These data are considered representative of all airlines operating on that route group and also include estimates for non-reporting airlines. The data are presented without distinction to class of travel or fare type. Thus they represent the overall weighted average for all individual routes on a

27、ll route groups and for all fare types. The overall average revenue per passenger-kilometre was estimated at 8.20 cents for 1997, but the route group averages vary from a high of 17.3 cents in local Europe to a low of 5.5 cents on routes across the Mid-Atlantic. Due to inadequate representation in r

28、eporting, two route groups, Central AmendCaribbean and local Africa, are not included in this analysis, although their estimates are included in the worldwide totals. 2.3 The second column of Table2-1 depicts the average revenue per passenger-kilometre for non- scheduled passenger traffic reported f

29、or each route group. In this case, no attempt has been made to estimate unit revenues for non-reporting air carriers. The average revenue per passenger-kilometre for non-scheduled services ranges from a high of 13.6 cents for traffic within North America to a low of 4.3 cents on routes between North

30、 America and Central AmericdCaribbean. Except for routes in local Europe, where the bulk of non-scheduled operations is to be found, the non-scheduled traffic reported is limited in volume. it is estimated that non-scheduled traffic represented just under 14 per cent of the total international passe

31、nger-kilometres performed in 1997. The final two columns of Table 2-1 show the average passenger load factor for scheduled services and non-scheduled services. 2.4 On a worldwide basis, the estimated average revenue per passenger-kilometre for scheduled services (excluding incidental revenues) at 8.

32、20 cents in 1997 showed a decrease of about 10 per cent from the 9.08 cents achieved in 1992. Comparable data by route group between 1992 and 1997 are only available for 15 individual route groups. Figure 2-1 shows that of these 15 route groups, 9 showed significant decreases in yields between 1992

33、and 1997, ranging from a reduction of some 28 per cent for routes between Europe and Africa to almost 7 per cent for routes between North and South America. For the South Pacific and North American route groups, the average yield remained almost the same. For the remaining 4 route groups, minor incr

34、eases were observed, except for routes within South America where an increase of 14 per cent occurred. A year-to-year comparison of the estimated average revenue per passenger-kilometre for the years 1992 to 1997 is shown in Table Al-I of Appendix 1. 2.5 The changes in yields experienced between 199

35、2 and 1997 reflect the strengthening of the U.S. dollar against most of the other world currencies, especially the currencies of African countries. However, some States in the AsiaPacific Region saw their currencies appreciating against the U.S. dollar. Hence the relative change between 1992 and 199

36、7 would, in many cases, be significantly different if expressed in the nationalcurrencies of the airlines concerned. A brief evaluation of this effect is given in Chapter 3, 3.10 and 3.11. 2 COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesSTDnICAO CIRCULAR

37、 280-AT/LL7-ENGL 2000 484L4Lb 0322500 635 ICA O Circular 280-A Til 1 7 3 Table 2-1. Estimated average unit passenger revenues by international route group, 1997 Revenue (cents) per passengerkilometre Load fadors Nonscheduled Aights Non-scheduied nights cdieduled scheduled semicd Al cabgories senilce

38、s All cabgories 1. 2. 3. 4. 5. 6. 7. 8. 9. I o. II. 12. 13. 14. 15. Between North America and Central Americai Caribbean Between and within Central America and Caribbean Between Canada, Mexico and the United States Between North Americal Central AmericaiCaribbean and South America Local South Americ

39、a Local Europe Local Middle East Local Afnca Between Europe and Middle East Between Europehiiddle East and Africa North Atlantic Mid-Atlantic South Atlantic Local AsiaPacific Between Europehiiddle EasVAfrica and AciaPacific 8.4 - 7.9 8.2 12.2 17.3 15.2 - 9.7 7.4 6.6 5.5 6.6 8.7 6.8 4.3 - 13.6 5.6 -

40、4.8 - - 4.5 5.4 4.7 5.5 - 10.3 7.0 68 - 66 61 58 64 59 - 65 71 78 78 74 65 72 56 - 78 76 - 82 - - 84 80 78 82 - 62 57 16. North and Mid-Pacific 5.8 6.2 73 59 17. South Pacific 5.9 - 71 - 1. Data for scheduled services. where presented, are considered representative for all airlines operating in the

41、route group concerned. Data for non-scheduled flights represent only carriers for which substantive information was available and are only presented where they indude two or more carriers. The representative nature of the data for both scheduled services and non-scheduled seMces is desuibed in Appen

42、dix 2, and the margins of uncertainty to be taken into acoount regarding the scheduled services are discussed in Appendix 3. For routes between and within Central America and Caribbean and in local Africa, the representation was inadequate to justify separate representation, but the data have been i

43、ncluded in the world averages. More detailed definition of the route groups may be found in Appendix 4 on the reverse of the revenue questionnaire These figures do not generally include such incidental operating revenues as may be attributed to international passenger traffic. On individual route gr

44、oups incidental operating revenues not included may represent up to an additional 6 per cent over the average revenue quoted. 2. 3. COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling Services4 ICA O Circular 280-A VI1 7 25 20 U a o - 5 5 Q 15 a .- i k m P 3 10 k c v)

45、 Q v) c a o M 5 O 2.6 I 1992 1997 . v I . . . 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 International route group 1. North-CentralAmerlca 7. MiddleEart 13. SwthAtlanbic 2. CernIAmefiCa 8. Ahica 14. AsiamaciRc 3. NorthAmarica 9. Europe-MiddieEast 15. EuropeAsidPaaRc 4. North-saithAmerica 10. Europe-A

46、frica 16. NorthlMidPaQfn 5. SouthAmerica 11. “IAtlantic 17. southpacihc 8. Europe 12. Miitlanc Figure 2-1. Comparison of unit passenger revenues, 1992-1997 The analyses above relate only to the average unit revenues for all airlines combined on each route group. There can be wide variations around t

47、hese averages shown among individual airlines. In the case of scheduled services, the variation in yields for each route group for i 997 is shown in Table 2-2. For a few route groups, the unit revenues for individual airlines do not vary very much from the route group average (for example, for route

48、s across the Mid-Atlantic). However, on most route groups the unit revenues differ significantly among airlines, reflecting differing route structures and traffic mix among other factors. Freight and mail traffic 2.7 presented in Table 2-3. Average reported unit freight and mail revenues for 1997 by

49、 international route group are 2.8 The first column of Table 2-3 shows the overall average revenue per tonne-kilometre performed for all scheduled freight traffic on each route group (whether carried on passenger, combination or all-freight aircraft). The variation among route group averages ranges from a high of 80.0 cents on routes within COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesSTD.ICAO CIRCULAR 280-AT/337-ENGL 1?000 D 48414Lb 0322502 408 ICA O Circular 280-A T1 1 7 5 COPYRIGHT Internati