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Airports Company South Africa Presentation to the Portfolio Committee on Tourism 6 November 2012 “Airport taxes” National Treasury requires the following breakdown on air tickets: Description Example Taxes • Value Added Tax (VAT) • International departure tax on regional and international departures Regulated charges • ACSA passenger service charge • Current - Domestic: R110, Regional: R227, International: R299 • From 1 Sep – Domestic: R116, Regional: R242, International: R319 • SACAA security charge Non-regulated charges • ACS passenger charge (ACS is a company owned by the airlines associations) Airline costs • Fuel surcharges • Insurance The term airport taxes are incorrectly used for taxes, charges and other costs recovered by way of the air ticket 2 South African Airport Sector ‘The Tyranny of Distance’ Uncommon to have major population centres so dispersed Johannesburg-Cape Town equivalent to London-Madrid or Amsterdam-Rome Domestic routes dominated by ‘The Golden Triangle’ The South African national (and regional) economy suffers from ‘the tyranny of distance’ and the three airports’ role in ameliorating this problem cannot be underestimated Source: Mott MacDonald Ltd Analysis Airport Charges in Perspective Leigh Fisher benchmarking: 2011 Review of Airport Charges Johannesburg Based on charges effective on 31 December 2010 24th cheapest out of 50 airports ACSA has increased charges by 69.6% since this study due to recovery over six months of an annualised 34.8% charges increase for 2011/12 Awaiting latest Leigh Fisher benchmarking A further increase of 8% became effective on 1 October 2012 4 Evolution of Airport Charges R 300 R 250 35,000 Introduction of prefunding: charges reduced 30,000 Millions Price spike implication of prefunding Economic Regulation Lacks predictability, transparency and balance between the regulated entity and the users Pre-funding introduced at commencement of major infrastructure investment in 2007 Price spikes inevitable within current framework DoT has embarked on roadmap to improve regulatory framework 25,000 R 200 20,000 R 150 15,000 R 100 10,000 R 50 5,000 R0 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 Cumulative investment Domestic PSC (10% pa increase) International PSC (10% pa increase) Domestic PSC International PSC 5 Economic Regulatory Review May 2011 amended permission Promulgated tariff increase 2012/13 2013/14 2014/15 30.6% 5.5% 5.6% Indicative tariff increase based on current approach Current changes considered for the economic regulatory framework in time for the next Tariff Application (“Permission” Application): Internal dispute resolution (before the regulatory decision) and Appeals mechanism (following a regulatory decision) No overlapping of Permissions – effective Permission of 5 years Improved flexibility to deal with uncertainty – Triggers required for major infrastructure investments (Planning, Design, Phase 1 construction, etc) Re-opening of Permission triggers, eg. demand growth, technological advances, regulatory compliance Certainty regarding re-opening of Permission rules Capacity of the Regulating Committee No new capacity investments Smoothed tariff decrease 2015/16 2016/17 2017/18 -13.4% -13.4% -13.4% If successful – • Re-assess the “no new capacity” assumption based on level of understanding of stakeholder expectations and the impact of key demand drivers If unsuccessful – • Re-assess the “no new capacity” assumption based on the understanding of the change within the economic regulatory framework 6 -5% Traffic volume Aug-12 Apr-12 Dec-11 Aug-11 Apr-11 Dec-10 Aug-10 Apr-10 Dec-09 Aug-09 Apr-09 Dec-08 Aug-08 Apr-08 Dec-07 Aug-07 Apr-07 Dec-06 Aug-06 Apr-06 Dec-05 Aug-05 Apr-05 Dec-04 Aug-04 Apr-04 Dec-03 Aug-03 Apr-03 Dec-02 Aug-02 Apr-02 Dec-01 Aug-01 Apr-01 Dec-00 Aug-00 Apr-00 The Real Driver of Traffic Volume Growth Traffic growth vs GDP growth 25% 20% 15% 10% 5% 0% -10% -15% -20% GDP GDP growth is a key driver for traffic volume growth 7 Current capacity • Enhanced connectivity - world class gateways to the country and its regions • Ability to deliver improved customer service and experience • Robust non-aeronautical revenue base Million Annual Passengers 60 50 1995 by 2006 40 by 2010 30 Airport capacity is a function of peak hour capacity (based on demand) and the duration of the peak 20 10 0 Approximate group terminal capacity Behavioural changes within the South African aviation sector could lead to postponement of future capacity requirements, i.e. lead to the better use of current facilities 8 Airport Demographics Airport Passenger throughput (2012) Total air traffic movements (2012) Approx. Annual passenger handling capacity Public parking bays O.R. Tambo 19 004 000 212 580 28 000 000 16 300 Cape Town 8 576 709 97 935 14 000 000 6 080 King Shaka (Durban) 5 040 094 55 194 7 500 000 4 500 Port Elizabeth 1 364 976 68 893 2 000 000 900 Bloemfontein 441 954 20 088 600 000 370 East London 681 529 32 587 1 200 000 550 George 575 799 33 479 900 000 415 Kimberley 140 248 12 347 200 000 90 Upington 52 224 7 826 100 000 100 Thousands Departing passengers from ACSA Airports per Destination 14,000 13,000 12,000 11,000 10,000 9,000 8,000 Domestic 7,000 International Regional 6,000 Unscheduled 5,000 4,000 3,000 2,000 1,000 0 2005 2006 2007 Source: ACSA – data per financial year 2008 2009 2010 2011 2012 10 Thousands Aircraft Landings at ACSA Airports per Origin 160 140 120 100 Domestic International 80 Regional Unscheduled 60 40 20 0 2005 2006 2007 Source: ACSA – data per financial year 2008 2009 2010 2011 2012 11 Thank you 12