10.9.2013   

EN

Official Journal of the European Union

CE 261/1

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having regard to the communication from the Commission entitled ‘An action plan for airport capacity, efficiency and safety in Europe’ (COM(2006)0819),

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having regard to the communication from the Commission entitled ‘Community guidelines on financing of airports and start-up aid to airlines departing from regional airports’ (1),

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having regard to the communication from the Commission entitled ‘The EU and its neighbouring regions: a renewed approach to transport cooperation’ (COM(2011)0415),

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having regard to its resolution of 7 June 2011 on transport applications of Global Navigation Satellite Systems – short- and medium-term EU policy (2),

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having regard to the Commission White Paper entitled ‘Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system’ (COM(2011)0144),

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having regard to Rule 48 of its Rules of Procedure,

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having regard to the report of the Committee on Transport and Tourism and the opinion of the Committee on Regional Development (A7-0094/2012),

A.

whereas there is currently no universally accepted definition for the term ‘regional airport’; whereas airports whose principal catchment area is a capital city are not included in the purview of this report; whereas it is suggested that regional airports, i.e. ‘non-hub’ airports, should be subdivided into major and minor airports, on the basis of the types of links provided by such airports, passenger volume and links with major cities and major airports, and whereas the Commission is urged to set common criteria in order to facilitate a proper definition of ‘regional airport’ that takes into account all of the above mentioned elements; whereas, however, ‘regional air service’ should be defined as a flight departing from and/or landing at a regional airport; whereas it will be essential in the ongoing debate on regional airports to determine their various roles and in particular to distinguish between island airports and airports serving inaccessible or economically weak regions;

B.

whereas regional aviation, like other modes of transport, is a key enabler in citizens’ mobility; whereas improved connectivity and efficient inter-modal mobility can contribute considerably to better access to the regions, to business, tourism and the development of related services, and to the spread of economic prosperity;

C.

whereas the unequal material status of citizens, and the different levels of infrastructure development, result in disparities in the opportunity to use regional flight connections in the Member States;

D.

whereas the connectivity offered by aviation to citizens and businesses in EU regions, and in particular in inaccessible regions and islands, is extremely important and helps ensure the economic viability of such areas; whereas Europe’s airports provide a large network of 150 000 city pairs;

E.

whereas a considerable number of regional airports are confronted by an airline with a virtual monopoly which can exploit this position to exert pressure by making more and more demands on the airport concerned and on local and/or regional authorities, inter alia with regard to airport charges and aviation safety levies;

F.

whereas airport retail sales have decreased markedly due to the introduction of restrictive policies for hand-luggage by some airlines; whereas the impact of the ‘one bag’ rule applied by the companies, in particular the low-cost airlines, which operate mainly in such airports, as well as other cost-cutting measures, has made travelling more difficult, bringing about a dramatic decline in ground-based retail sales for some regional airports; whereas one third of retail profits in airports goes towards subsidising airlines by offsetting landing charges;

G.

whereas the Spanish Government has expressly prohibited airlines from applying the ‘one bag’ rule when departing from Spanish airports;

H.

acknowledges that major airports in some Member States are experiencing a capacity crunch;

I.

notes that the financial and sovereign debt crisis has substantially changed the conditions for airport financing in the EU, especially at ‘non-hub’ airports;

J.

whereas the construction of new regional airports should be based on a cost-benefit analysis;

K.

whereas investments from the public sector in the reforming of airports should display a certain relationship between the amount of money spent and the number of passengers using the infrastructure;

1.

Underlines the need for a public service obligation for air services of economic and public interest, especially those connecting remote regions, islands and the outermost regions, given their remoteness and physical and natural characteristics, in order to ensure their full accessibility and territorial integration; stresses that existing public service obligations should be maintained; believes that such services would not be economically viable without public money; stresses the importance of making the outermost regions more competitive and of promoting their integration with other regions so as to close the economic gap separating them from the rest of Europe;

2.

Believes that it is desirable to avoid a proliferation of regional airports, and notes that the development of regional airports should be targeted in order to avoid the creation of unused or not efficiently used airport infrastructures which would result in an economic burden for the responsible authorities; maintains, on the contrary, that existing links should be strengthened, especially in areas (islands, for example) suffering from geographical handicaps; welcomes, therefore, any initiative aimed at developing the role of public transport, including road transport, in promoting links; Stresses that public funding for regional airports should be compatible with Articles 106 and 107 of the Treaty on the Functioning of the European Union, relating to state aid; believes that provision should be made for a system of penalties to be applied to airlines which move out of regional airports in receipt of funding before the appointed date;

3.

Asks the Commission to review decision 2012/21/EU on the application of Article 106(2), by means of which the threshold for which an airport can receive state aid without having to notify the Commission was decreased to 200 000 passengers per year, bearing in mind the Community Guidelines which state that an airport can become cost-efficient with a traffic of over 500 000 passengers per year;

4.

Takes the view that regional airports, on account of their environmental and economic impact, should be properly supported by national and regional authorities, be subject to local and regional consultation, and – on the basis of cost-benefit analyses – be considered eligible to apply for financing under EU funds, as well as other EU-funded financial engineering instruments within the new programming framework; recommends that the Commission take into consideration the opportunities offered by regional airports as part of the European central transport network;

5.

Calls for the criteria on obtaining subsidies and public funding to be strictly defined and transparent;

6.

Calls on the Commission to take a balanced approach in future revisions of aviation guidelines in order to provide for a socially and economically viable development of regional air services, taking into consideration the development of the infrastructure needed to ensure intermodality while also ensuring accessibility to those services for EU citizens and taking into account the principles of subsidiarity and proportionality;

7.

Calls on the Commission, in supporting the development of regional airports and the construction of new regional airports (especially in countries whose national airports are situated in remote areas), to pay particular regard to the balanced territorial development of regions corresponding to levels I and II of the Nomenclature of Territorial Statistical Units (NUTS) in order to ensure innovation and competitiveness in regions which are a long way from the capital city and do not enjoy good transport access, and to facilitate the development of real economic and transport hubs;

8.

Stresses that adequate development of regional airports contributes to parallel development of the tourist system, which is a vitally important area for many European regions;

9.

Notes that tourism is demonstrating its resilience to the economic crisis, and that special attention must be paid to any economic policy aspect or decision likely to support or advance tourism, such as air transport and airport infrastructure projects;

10.

Stresses that some regional airports are operational only during mass tourism seasons, which often poses an added problem of organisation, involves higher unit costs, etc.; calls on the Commission to take account of the specific nature and problems of these seasonal regional airports when adopting new legislation for the sector;

11.

Underlines that regional airports are becoming more and more important for charter airlines as well as for low-cost carriers; stresses that the main rationale today for charter airlines is as long-haul operators to holiday destinations, with an inferior seat pitch and in-flight service compared with scheduled legacy airlines, often from regional airports that cannot support a scheduled service and flying beyond the competitive reach of low-cost airlines with their short-haul aircraft; recalls that narrow-body aircraft are favoured on short-haul routes, especially where network carriers are feeding hubs from regional airports and by low-cost carriers (LCCs);

12.

Calls on the Commission to guarantee the correct application of European and national legislation on airlines’ social conditions and terms of employment, so that staff employed at a regional airport do not become victims of social dumping and so that fair competition and a level playing field can be ensured in the aviation sector; calls for airport staff to benefit from decent contractual terms, with particular reference to airports in which most of the traffic is accounted for by low-cost airlines;

13.

Expresses concern that certain practices of low-cost airlines, which often operate from regional airports, lead to poorer quality of service for passengers and a deterioration in working conditions; given the current aggressive business practice of some low-cost airlines operating from regional airports to take advantage of their dominant position, and given that commercial activities are a major source of income for regional airports, is concerned by ‘one-bag’ and other restrictions to the cabin baggage allowance imposed by certain airlines; takes the view that these practices represent a breach of competition law, and believes that these restrictions may constitute an abuse of a carrier’s position; calls, therefore, on the Member States to set common upper limits to be imposed on airlines with regard to such restrictions and considers that any checks relating to luggage weight restrictions and size should be made before arrival at the departure gate;

14.

Calls for airport retail purchases to be treated as ‘essential items’, as is currently the case for items such as coats; applauds Spain’s decision to outlaw practices mentioned in paragraph 13 within its territory (3), and calls on the Commission to look into introducing a similar measure for all air services originating from Europe;

15.

Considers that goods transport is a positive factor for regional airports which can further development and jobs, not least through the establishment of related ground services and of businesses linked to regional airports; calls on the Commission to draw up a strategy that will promote goods transport and facilitate cooperation between neighbouring regional airports;

16.

Urges the MemberStateauthorities to propose plans to develop existing regional airports and make them more efficient;

17.

Believes that regional airports should not be enhancing tools for public deficits and should generally be economically sustainable in the mid term;

18.

Urges the Commission and Member States to speed up the development of the Joint Undertaking to develop the new generation European air traffic management system (SESAR), the Clean Sky initiative and the enforcement of Single European Sky legislation as a matter of urgency; notes that, with the work of SESAR and the important role of the European Geostationary Navigation Overlay Service (EGNOS), regional airports will profit from projects such as remote towers, speed and congestion management and improved operational procedures;

19.

Acknowledges that capacity management is not the same at ‘slot coordinated’ airports as at ‘slot non-coordinated’ airports; is of the opinion that there is plenty of spare capacity to be utilised at many regional airports and that, by using that spare capacity, congestion and stacking at major airports can be reduced and the environmental impact limited; recognises that good connections between main airports and nearby regional airports can help to reduce congestion;

20.

Highlights the role of regional airports in acting as a mainspring for the development of innovation clusters by diminishing location costs for start-ups, especially in geographically remote regions;

21.

Calls on the Member States and regional and local authorities to take account of, in addition to economic and financial considerations, environmental, territorial, geological and meteorological factors, and of other rational criteria when deciding where to locate airports and whenever regional airport facilities need to be renovated or expanded; underlines, at the same time, the importance of using and modernising existing structures before building new ones;

22.

Notes that recent studies state that European regions are losing direct links to some of the most congested airports, and is disappointed that studies conducted by the European Commission deal only with major airports; suggests, therefore, that the scope of any future studies be extended to regional airports and, in the interim, encourages the Member States and the Commission to promote connections between regional airports and main airports in the Member States, helping to boost the economy in the areas around regional airports whiles also offering one solution to the problem of air-traffic congestion in Europe;

23.

Urges all parties and institutions involved in the revision of Regulation (EEC) No 95/93 (as amended by Regulation (EC) No 793/2004) to focus on delivering new capacity at airports rather than pricing regional air services out of the market; considers it essential for regional airports to have access to hubs, and takes the view that this must be considered during the revision of Regulation (EEC) No 95/93, especially in the context of the plans for secondary trading of slots and the envisaged gradual introduction of other market mechanisms, including primary trading, that could result in a severing of links between regional airports and major hubs;

24.

Calls on the Commission to take a rational approach to the administrative and legal regulation of slot management at regional airports, the lack of which could restrict the network; calls on the Commission, given that major hub airports are close to maximum capacity, to draw up a strategy for the allocation of regional airport slots in order to attract new airlines, and promote competition, decongestion of major airports and the development of regional airports;

25.

Regrets that regional airports situated away from urban centres are often not adequately connected to the transport network on the ground; calls for Member States to develop their intermodal policies and to invest in these strategically important intermodal connections, for example connections with the rail network, as the interlinking of regional airports with other parts of the transport network, including other airports, will lead to greater use of regional airports when hub airports are suffering capacity bottlenecks;

26.

Points out that the lack of decisive action to increase the accessibility of regional airports by means of appropriate communication with urban centres, including through transport infrastructure investments, is restricting the economic and social development of the regions;

27.

Notes the need for better integration between modes of transport; urges the Commission to come forward with a communication encouraging industry to develop multi-modal through-ticketing between the rail and air sector; points to the fact that schemes of this kind are already in operation in certain Member States and hence urges all parties to exchange best practice in this field;

28.

Notes the urgent need to guarantee airport capacity in the European Union so as not to lose competitiveness by comparison with other regions experiencing growth, and thus prevent traffic from shifting to neighbouring regions; takes the view that regional airports can help reduce congestion at Europe’s main airports and allow them to maintain a leading position;

29.

Believes that the network development plans of the rail and road sector should take the location of airports into account, with the aim of including airports in the ground transport networks being built; notes the need to develop regional airport networks based on integrated connections with the major airports in order to improve the mobility of people and to streamline goods transport;

30.

Points out that a well-developed network of regional airports will also improve passenger safety, by ensuring, among other things, that a network of emergency or alternative airports is available in the event of a deterioration in the weather or other circumstances;

31.

Considers it vital to incorporate freight transport specialisation as an essential element that will contribute to the planning of the airport map, and to optimise the use of available infrastructure; points out that appropriate use of this principle, together with the appropriate handling of slots to segment passenger and freight transport, should help to avoid saturation at main airports; highlights the important role played by regional airports in this strategy;

32.

Takes the view that the role played by regional airports is vital for territorial cohesion and social and economic development in the regions, especially in regions where other forms of transport are lacking; calls, therefore, for regional airports to be taken into account in the future trans-European transport network policy; Furthermore, strongly believes that major regional airports with consistent year-round traffic, which make a demonstrable contribution to economic development, revitalisation of industry and employment in their region, should be included in the planning deliberations for the TEN-T Network, especially those with high-volume connectivity with third countries and intra-European traffic, and which contribute to the multimodal character of transport in their region, and those regional airports which can serve to relieve bottlenecks;

33.

Emphasises that regional airports in trans-border regions which are located in close proximity to each other should demonstrate cooperation and coordination in the use of existing capacities as a precondition for EU co-financing by TEN-T, cohesion and regional funds;

34.

Believes that, as part of the TEN-T, regional airports could play a leading role in the creation of a wider European Common Aviation Area covering 1 billion people in the EU and neighbouring countries, in line with the Commission communication (COM(2011)0415);

35.

Regrets that the Commission has not paid attention to the request from Parliament and the Council in Article 10(4) of Decision 884/2004/EC for regional airports to be connected to the network, especially in view of the need for air transport services to Europe’s regions to be ensured alongside the development of rail services, as air transport can in certain circumstances reach further and serve thinner markets more efficiently in terms of time, cost and environmental impact; highlights, therefore, the great importance of connecting rail – especially high-speed and long-distance rail – services to airports;

36.

Believes that a broader inclusion of airports in the new TEN-T guidelines will facilitate access to private financing for airport infrastructure projects and send a positive signal to capital markets; calls on the Commission, during its review of the TEN-T, to recognise the vital link between regional air services and economic regeneration;

37.

Notes that the cost of implementing security measures at smaller regional airports is proportionally higher than at major airports, which benefit from economies of scale; believes, however, that any proposal concerning the financing of security measures must not distort competition between airports or groups of airports;

38.

Recalls that the directive on airport charges (4) only covers airports with more than 5 million passengers and/or the biggest airport in each EU Member State; believes that an assessment of the impact on small and medium-sized airports should form a core part of any review of the relevant directives;

39.

Urges the Council to adopt a position on aviation security charges, and believes that more stringent security measures should be paid out of general taxation by the MemberStateconcerned, as aviation security is a matter of national security; stresses that similar rules should apply for all other transport modes in order to ensure fair competition.

40.

Acknowledges the need for reliable LAG (liquids, aerosols and gels) screening equipment that ensures a high degree of probability of detection of a wide range of liquid explosives, and urges the Commission to consider the consequences for regional airports of adhering to future requirements for LAG screening;

41.

Draws attention to the impact of the new regulations for air cargo, with specific reference to the fact that many regional airports rely on cargo traffic; urges the Member States and the Commission to study the economic consequences of these regulations, with a view to ensuring that freight forwarders do not move their operations outside the EU;

42.

Suggests that companies must offer, to all residents of all EU states, a credit or debit card payment option which would be free of charge, and further recommends that such a card should have no monthly or administration charges associated with it, even if offered by a company separate to the airline, and that, where airlines have a large majority of their passengers paying an extra charge related to payment, this charge should be outlawed and considered an unavoidable charge, and therefore included as part of the headline price;

43.

Points out that, while in some aircraft the stowage can be limited, there are no common guidelines for hand or hold baggage size or weight on EU flights; suggests that the Commission encourage industry to set common upper limits for restrictions, as this would give passengers greater certainty when travelling; believes that, for such an arrangement to work in a global market, the ICAO must be involved in this process;

44.

Notes that some airlines charge fees for check-in baggage which often seem disproportionately high, and calls on the Commission, with regard to the practices set out in point 13 and to fair and transparent pricing policy, to investigate this practice;

45.

Suggests that the amount chargeable by airlines for excess and overweight baggage should be capped;

46.

Calls on the companies responsible for the management of regional airports to make the necessary structural alterations to accommodate disabled people, so as to enable them to access the various airport areas without assistance and to use all services without difficulty;

47.

Stresses that, thanks to the small size of their terminals, compactness and organisation, regional airports represent added value for passengers with reduced mobility, passengers travelling with their families, etc.; calls on the Commission, airports and other stakeholders to take the design and construction of terminals that are more accessible and welcoming for passengers as their example;

48.

Instructs its President to forward this resolution to the Council and the Commission.