Who Owns Landing Slots At Heathrow

Who Owns Landing Slots At Heathrow Hotel
Who Owns Landing Slots At Heathrow Airport
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BA buys BMI Heathrow slots. British Airways has struck a deal to buy sought-after take-off and landing slots at London’s Heathrow airport from BMI, Lufthansa’s loss-making UK subsidiary. International Airlines Group, BA’s parent company, said on Friday it had authorised the purchase of six pairs of slots from BMI, which each consist of daily take-off and landing rights. Aug 27, 2018 Answer Wiki. An airport keeps the doors open by charging landing fees which for Heathrow are in the £25 per seat/passenger, area currently 8/2018. For a Boeing 747–8 with a max of around 500 seats, that comes out to £12,500. On an annual basis Heathrow collects £15-£20 billion in landing fees alone. A merger would have strengthened Virgin Atlantic's base at Heathrow, where BMI had hundreds of highly valued take-off and landing slots, to increase the competition with British Airways. The two airlines combined would have had 17% of Heathrow slots against British Airways' 43%. Heathrow slots key if IAG wants to get Aer Lingus deal airborne. An Aer Lingus plane passes a British Airways aircraft on the runway at London Heathrow – Aer Lingus owns 23 landing and take.

International Airlines Group (IAG) – which owns British Airways - in early 2012. The EC agreed the takeover on 30 March subject to IAG releasing 14 pairs of slots at Heathrow, see: EC press notice, “.

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WHEN commercial aviation took off after the second world war, there was no such thing as runway congestion. Over 9,000 miles-worth of concrete airstrips and taxiways had been built in wartime Britain alone. There were plenty of time slots available in which airliners could take off and land. But as air travel opened up to the masses, these early airports quickly filled. Expanding them proved more difficult than was originally thought. Opposition from locals to noisy jet engines and by environmentalists to the emissions they produce has meant that only a few new runways have been built. In 1946 the British government approved a third runway at Heathrow airport, outside London. Since then, more than a dozen commissions, policy documents and white papers have been produced about where to put it—but no action has been taken (and Heathrow has become the most congested airport in Europe). So how is the limited capacity rationed out between airlines?

Airports do not decide who should use their runways and when. Instead, since the 1940s schedules have been hammered out at meetings between airlines. In the 1960s, with traffic starting to strain some airports, these events evolved into a way of parcelling out the most prized slots. Since the 1970s allocation has been steered in most countries by the “Worldwide Slot Guidelines” drawn up by the International Air Transport Association (IATA), a trade group mainly representing the legacy carriers. These state that an airline can keep a given slot from the previous season as long as it used the slot 80% of the time. Any slots freed up under this “use it or lose it” rule have been allocated since the 1990s to other applicants by independent airport co-ordinators. Some places, including the European Union, insist that new entrants must receive half of these. Airlines then swap or adjust the timings among each other at the conference to try to maximise profits. Some countries, such as Britain, allow slots to be traded and sold.

Over 190 congested airports—103 of them in Europe—follow these rules, which IATA describes as “fair, neutral and transparent”. But in practice they help to shut new entrants out of busy airports, to the benefit of incumbents. Lower-cost new entrants, and consumers, lose out as a result. To comply with the use-it-or-lose-it rule, many airlines resort to artifice, flying smaller planes than necessary in order to spread capacity across their slots, for example, and even running empty “ghost” flights to ensure that the runways are busy at the appointed time. So slots are not recycled from established carriers to new ones, but are held on to. One analysis showed that only 0.4% of Heathrow’s total slots and 0.7% of Paris Charles de Gaulle’s were allocated to new entrants during the period under study.

Incumbents have good reason to hoard the best slots. They are allocated according to IATA’s guidelines at no cost, but the money they generate goes to the carrier, which pays the same airport fees in both busy and quiet times. A shortage of landing slots in Europe inflates the fares passengers pay at busy times by €2.1bn ($2.5bn) a year, according to SEO Amsterdam Economics, a consultancy, and Cranfield University. That extra money flows straight to the lucky airlines. Some slots are sold at eye-watering prices, well beyond the means of start-ups. Last year Air France-KLM, a legacy carrier, sold a single daily landing and take-off slot at Heathrow to Oman Air for $75m. It is no wonder that many legacy carriers have been fighting hard against efforts to boost competition at airports with slot-allocation reform. The only way to get the best slots at congested airports is by buying or inheriting them—not by providing the best or cheapest service to passengers.

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A landing slot, takeoff slot, or airport slot is a permission granted by the owner of an airport designated as Level 3 (Coordinated Airport), which allows the grantee to schedule a landing or departure at that airport during a specific time period.^[1]

Landing slots are allocated in accordance with guidelines set down by the IATA's Worldwide Airport Slots Group. All airports worldwide are categorized as either Level 1 (Non-Coordinated Airport), Level 2 (Schedules Facilitated Airport), or Level 3 (Coordinated Airport).

As of summer 2017, a total of 123 airports in the world are Level 2 airports, and 177 are Level 3 airports.^[2]

Allocated landing slots may have a commercial value and can be traded between airlines. Continental Airlines paid $209 million for four pairs of landing slots from GB Airways at London Heathrow Airport, $52.3m each.^[3] The highest price paid for a pair of take-off and landing slots at Heathrow Airport was $75m, paid by Oman Air to Air France–KLM for a prized early morning arrival, reported in February 2016. A year before, American Airlines paid $60m to Scandinavian Airlines.^[4]

Heathrow slot valuations^[5]
Year	Buyer	Seller	daily slot pairs	transaction (£M)	slot value (£M)
1998	BA	Air UK	4	15.6	3.9
2002	BA	BA Connect	5	13	2.6
2002	BA	SN Brussels	7	27.5	3.9
2003	BA	SWISS	8	22.5	2.8
2003	BA	United	2	12	6
2004	Virgin	Flybe	4	20	5
2004	Qantas	Flybe	2	20	10
2006	BA	BWIA	1	5	5
2007	BA	Malev	2	7	3.5
2007	BA	BA	7.3	30	4.1
2007	Virgin	Air Jamaica	1	5.1	5.1
2007	BMI	77.7	770	9.9
2007	unknown	Alitalia	3	67	22.3
2008	Continental	GB Airways/Alitalia/Air France	4	104.5	26.1
2013	Delta	unknown	2	30.8	15.4
2013	Etihad	Jet	3	46.2	15.4

As demand exceeds supply, slot trading became the main solution to enter Heathrow and transfers grew from 42 in 2000 to 526 in 2012 and over 10 years the average priced slot increased prices by £4 per passenger.^[6]

Nys online poker news. If an airline does not use an allocation of slots (typically 80% usage over six months), it can lose the rights. Airlines may operate ghost or empty flights to preserve slot allocations.^[7]

Level 3 coordinated airports^[2][edit]

Australia[edit]

Austria[edit]

Innsbruck Airport (winter season only)

Belgium[edit]

Brazil[edit]

Cambodia[edit]

Canada[edit]

Cape Verde[edit]

Colombia[edit]

Cuba[edit]

China[edit]

Czech Republic[edit]

Denmark[edit]

Finland[edit]

France[edit]

Germany[edit]

Ghana[edit]

Kotoka International Airport - Accra

Greece[edit]

Chania Airport (summer season only)
Chios Airport (summer season only)
Corfu Airport (summer season only)
Heraklion Airport (summer season only)
Kalamata Airport (summer season only)
Karpathos Island National Airport (summer season only)
Kavala Airport (summer season only)
Kephalonia International Airport (summer season only)
Kithira Airport (summer season only)
Kos Airport (summer season only)
Mykonos Airport (summer season only)
Mytilene Airport (summer season only)
Patras Airport (summer season only)
Preveza Airport (summer season only)
Rhodes Airport (summer season only)
Samos Airport (summer season only)
Sitia Public Airport (summer season only)
Skiathos Airport (summer season only)
Thira Airport (summer season only)
Volos Airport (summer season only)
Zakynthos International Airport (summer season only)

Greenland[edit]

Hong Kong[edit]

Iceland[edit]

India[edit]

Chhatrapati Shivaji International Airport - Mumbai
Indira Gandhi International Airport - Delhi
Chennai International Airport - Chennai
Rajiv Gandhi International Airport - Hyderabad
Kempegowda International Airport - Bangalore

Indonesia[edit]

Ngurah Rai International Airport - Denpasar
Soekarno-Hatta International Airport - Jakarta

Ireland[edit]

Israel[edit]

Italy[edit]

Lampedusa Airport (summer season only)
Linate Airport - Milan
Malpensa Airport - Milan
Orio al Serio Airport - Milan
Olbia Costa Smeralda Airport (summer season only)
Pantelleria Airport (summer season only)
Ciampino Airport - Rome
Fiumicino Airport - Rome

Japan[edit]

Malaysia[edit]

Mauritius[edit]

Sir Seewoosagur Ramgoolam International Airport - Mauritius

Mexico[edit]

Morocco[edit]

Netherlands[edit]

New Zealand[edit]

Norway[edit]

Pakistan[edit]

Philippines[edit]

Poland[edit]

Portugal[edit]

Faro Airport (summer season only)

Russia[edit]

Sheremetyevo Airport - Moscow
Vnukovo International Airport - Moscow

Saudi Arabia[edit]

Singapore[edit]

South Africa[edit]

King Shaka International Airport - Durban
OR Tambo International Airport - Johannesburg

South Korea[edit]

Spain[edit]

Ibiza Airport (summer season only)
Menorca Airport (summer season only)

Sri Lanka[edit]

Sweden[edit]

Switzerland[edit]

Taiwan[edit]

Thailand[edit]

Suvarnabhumi Airport - Bangkok
Don Mueang International Airport - Bangkok

Tunisia[edit]

Turkey[edit]

Antalya Airport - Antalya (summer season only)

Ukraine[edit]

Boryspil International Airport - Kiev

United Arab Emirates[edit]