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and information, cleanliness and customer
comment/complaint management, airport access and public
transport, and provision of infrastructure for check-in,
baggage handling, security and border control.
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
94
People with Reduced Mobility (PRMs)
A special protocol to meet the needs of People with Reduced
Mobility (PRMs) is included with the 11 commitments, which
stresses that airports should not pass infrastructure costs for
accommodating PRMs directly on to those passengers.
Proposals put forward by the European Commission to
transfer the responsibility for passenger handling of PRMs
from air carriers to airport operators by establishing a centrally
administered service, managed by the airport operator, are
working their way through the European legislative process.
The proposed legislation will change the current situation
whereby airports are required to ensure that infrastructure
and facilities are compatible with the needs of PRMs, and air
carriers provide whatever special assistance is required as part
of their contractual agreement with the air passenger. The
change requires airport operators, on behalf of airlines, to
ensure that a high-quality assistance service is delivered to all
disabled passengers.
Roy Griffins, Director General of ACI EUROPE says: “The goal
is to establish a system that guarantees the provision of a
seamless service for passengers with special needs, regardless
of the airline on which they choose to fly.”
However, he points out that a centralised system would
only work effectively if it applied to all airlines across the
board and did not allow some carriers to ‘opt out’ unilaterally
through self-handling or using a third party ground handling
agent. Not only would this risk allowing carriers that are guilty
of discriminatory practices to continue them, Griffins warns,
but it would also undermine the economies of scale to be
gained from a centralised system.
ACI EUROPE insists that airport operators should be able to
levy a charge on airlines for the service that the airports will
provide to airline passengers and that the charge must cover
all the costs of the system (administration, management,
supervision, investment in equipment, training of staff,
disseminating information). The charge should be
independent of the airport charge, reviewed on an annual
basis, and allow for a return on investment.
Non-aeronautical revenues
More and more European airports are using their nonaeronautical
revenues derived from commercial activities such
as retail, restaurants and car parking to assist in the
improvements being made to the overall airport
infrastructure. Griffins explains: “We must get the
airport/retail/suppliers partnership right if we are going to be
able to build for the future.” To that end the organisation has
launched ARBi, the Airport Retail Benchmarking initiative,
which helps airports and concessionaires identify ways of
improving performance.
ACI EUROPE has also introduced a range of ‘Best Airport’
awards to recognise airports that achieve the highest
standards of excellence and achievement across a whole
range of disciplines including retail, security, operations,
facilities, community relationships, environmental awareness
and customer service. Awards are presented in five categories
according to the number of passengers handled. Competition
for the 2006 Awards is expected to be fierce, reflecting the
additional incentive for excellence that this mark of
recognition provides.
MEETING THE ENVIRONMENTAL CHALLENGE
96
THE ENVIRONMENT
How can the ATM industry and airports together with their industrial partners contribute
to the reduction of airborne and noise pollution with efficient and effective
management of airspace and airport operations? Simon Michell reports
recent ACI EUROPE position paper recognises the
potential worst case scenario for the industry to go
from having a relatively insignificant effect on
climate change to becoming one of the worst polluters.
The paper states that aviation’s contribution to global
warming is currently about 2-3 per cent of global emissions,
compared with 25 per cent for energy production. However,
the Intergovernmental Panel on Climate Change (IPCC)
estimates that aviation’s contribution could grow
significantly if no action is taken.
A Moreover, it is likely that as industries achieve significant
cuts in their own greenhouse emissions in line with EU and
Member States’ objectives, then in the worst case, aviation
　
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