There are lots of myths about airports. Only some are true

We need to get this business right.

The global airline industry is one marked by change and contrast. There’s increasing pressure for legislation to tackle carbon emissions, competition from low cost airlines have driven consolidation among full service carriers (such as BA and Iberia and BA and BMI), and new technology is promising to reduce the time it takes between entering an airport and boarding a plane, while meeting increasingly stringent security requirements.

There’s also a significant disparity between the prosperity of major high profile international airports and smaller more regional operators. Passenger numbers at Heathrow, Europe's busiest airport for example, hit a new September record of 6.3 million last year. When compared to September 2011, European scheduled traffic at the airport rose by 0.2 per cent and North Atlantic numbers 4.5 per cent, while Brazil and China numbers increased by 14 per cent and 5.9 per cent respectively.  Elsewhere, Asia-Pacific is somewhere that’s enjoyed particularly rapid growth, with Airports Council International announcing that 16 of the 20 fastest growing airports in the world were in this region.

Despite the many variations however, there are, broadly speaking, encouraging indicators of future growth and demand across the industry. Business travel is predicted to increase by a further 1.5 per cent throughout 2013, while competition between low cost airlines continues to result in cheaper flights, making air travel more accessible in emerging markets and generating new untapped demand in mature markets.

Furthermore, the greatly improved connectivity between airports, cities and other forms of transport is spearheading change. Higher-speed connections like the Heathrow Express in London, the City Airport Train in Vienna and the AirTrain connecting JFK to Manhattan illustrate how road, rail and air are becoming better integrated, delivering an accessible, ‘multi modal’ transport network across the world to reduce the total journey time of travellers.

Mirroring the growth Heathrow has seen; investment, and the desire to invest in major airports is thriving. Mature airports such as Heathrow are seen as solid long-term investments because they require low investment volumes, are fairly low risk and assets are long-lived. This makes them very attractive for private investors such as pension funds, which are generally more risk-adverse.

Airports are also attractive for investment as they usually have backing from a diverse range of businesses, which brings with it a variety of different levers to pull to increase revenues and reduce costs for those involved. The concept of the airport as a city itself – complete with hotels, conference centres, public transport interchanges, retail parks, banks and postal services – is gaining momentum. It’s true that airports generally focus their retail offerings airside where passengers are more relaxed and therefore more inclined to shop, but there are still significant real estate opportunities that come with the ever-growing number of facilities and services contained within these sites. Major airports can now act as powerful commercial hubs with the ability to generate substantial revenues and create jobs across the world. This makes them, on paper at least, an extremely attractive and rewarding case for investment. 

Airports also have a relatively fixed cost base and therefore a high degree of operational leverage as passenger numbers increase. They are GDP and inflation linked assets with traffic growth showing a strong and proven link to economic growth, and revenues, in particular aeronautical related revenues, driven by annual inflation linked adjustments to the tariff. As a result, investments have the potential to deliver consistently high and stable returns. Well-run privately managed airports should be looking to achieve EBITDA margins around the 50% mark and deliver a significant return on investment to those that have provided financial backing.

Investors must be shrewd, however. They have to understand the risks associated with airport infrastructure and be able to prudently plan to minimise their exposure to these wishes, whilst maximising the revenue generating opportunities. Managing the balance between capacity supply and demand must be done carefully. Airports are generally capital-intensive businesses, especially those that are experiencing a period of strong growth. What’s more, airport infrastructure, in particular the terminal facilities and runway, can only deliver so much financial return before they need to be expanded. This return is governed by a broad range of factors, including the daily and annual profile of demand, the size of the terminal, the length of the runway, the type of aircraft using it, and the skill of the Air Traffic Controllers, for example.

It is also a common misconception, borne by the success of large, high-profile international airports, that all airports are profitable organisations. Due to their operational and financial structure, airports require a certain number of passengers to break even and move towards profitability. This level has historically been around 500,000 to one million passengers per annum, however, with the advent of low cost carriers and significantly lower aeronautical yields, this has in a number of cases increased to nearer two million. Hence the importance of prudent capacity and investment planning to deliver infrastructure that is in line with the type of operation.  An airport wholly dominated by low cost airline operations, for example, will be unable to sustain the level of investment that can be supported by a full service airport. 

The above is not intended to dissuade investment in major airport infrastructure – far from it. It should simply indicate that, to generate a satisfying and significant return, there needs to be an awareness that investment opportunities are by no means homogenous and can range in terms of size, characteristics and investment categorisation. Today’s airport opportunities are generally focussed on larger scale and greenfield opportunities, as interest from financial, trade and construction investors has established these as an attractive asset class with a good balance of risk and reward.

With the above considerations taken into account, the appetite for shrewd investment should only grow stronger, alongside the demand for air travel across the world. And it’s an important point that this is the case. In addition to offering stable and rewarding investments for those involved, a successful airport has the potential to enhance the surrounding area’s international prestige; opening doors to new markets and industries, cementing the area as a "destination of choice" and thereby helping secure future revenue generation. With this in mind, the balance between risk and reward is well worth looking into.

Photograph: Getty Images

Dervilla Mitchell and Crawford Burden are Transport Directors for Arup

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Labour is launching a stealthy Scottish comeback - thanks to Jeremy Corbyn and the Daily Mail

The Scottish Labour strategy is paying off - and hard evidence that it works may be more plentiful come 8 June 2017

When I suggested to a senior Scottish Labour figure earlier this year that the party was a car crash, he rejected my assertion.

“We’re past that,” he said gloomily. “Now we’re the burnt-out wreck in a field that no-one even notices anymore.”

And yet, just as the election campaign has seen Jeremy Corbyn transformed from an outdated jalopy into Chitty Chitty Bang Bang magically soaring in the polls, Scottish Labour is beginning to look roadworthy again.

And it’s all down to two apparently contradictory forces – Corbyn and The Daily Mail.

Kezia Dugdale’s decision to hire Alan Roden, then the Scottish Daily Mail’s political editor, as her spin doctor in chief last summer was said to have lost her some party members. It may win her some new members of parliament just nine months later.

Roden’s undoubted nose for a story and nous in driving the news agenda, learned in his years at the Mail, has seen Nicola Sturgeon repeatedly forced to defend her government record on health and education in recent weeks, even though her Holyrood administration is not up for election next month.

On ITV’s leaders debate she confessed that, despite 10 years in power, the Scottish education system is in need of some attention. And a few days later she was taken to task during a BBC debate involving the Scottish leaders by a nurse who told her she had to visit a food bank to get by. The subsequent SNP attempt to smear that nurse was a pathetic mis-step by the party that suggested their media operation had gone awry.

It’s not the Tories putting Sturgeon on the defence. They, like the SNP, are happy to contend the general election on constitutional issues in the hope of corralling the unionist vote or even just the votes of those that don’t yet want a second independence referendum. It is Labour who are spotting the opportunities and maximising them.

However, that would not be enough alone. For although folk like Dugdale as a person – as evidenced in Lord Ashcroft’s latest polling - she lacks the policy chops to build on that. Witness her dopey proposal ahead of the last Holyrood election to raise income tax.

Dugdale may be a self-confessed Blairite but what’s powering Scottish Labour just now is Jeremy Corbyn’s more left-wing policy platform.

For as Brexit has dropped down the agenda at this election, and bread and butter stuff like health and education has moved centre stage, Scots are seeing that for all the SNP’s left wing rhetoric, after 10 years in power in Holyrood, there’s not a lot of progressive policy to show for it.

Corbyn’s manifesto, even though huge chunks of it won’t apply in Scotland, is progressive. The evidence is anecdotal at the moment, but it seems some Scots voters find it more attractive than the timid managerialism of the SNP. This is particularly the case with another independence referendum looking very unlikely before the 2020s, on either the nationalists' or the Conservatives' timetable.

Evidence that the Scottish Labour strategy has worked may be more plentiful come 8 June 2017. The polls, albeit with small sample sizes so best approached with caution, have Ian Murray streets ahead in the battle to defend Edinburgh South. There’s a lot of optimism in East Lothian where Labour won the council earlier in May and MSP Iain Gray increased his majority at the Scottish election last year. Labour have chosen their local candidate well in local teacher Martin Whitfield, and if the unionist vote swings behind him he could overhaul sitting MP George Kerevan’s 7,000 majority. (As we learned in 2015, apparently safe majorities mean nothing in the face of larger electoral forces). In East Renfrewshire, Labour's Blair McDougall, the man who led Better Together in 2014, can out-unionist the Tory candidate.

But, while in April, it was suggested that these three seats would be the sole focus of the Scottish Labour campaign, that attitude has changed after the local elections. Labour lost Glasgow but did not implode. In chunks of their former west of Scotland heartlands there was signs of life.

Mhairi Black’s a media darling, but her reputation as a local MP rather than a local celebrity is not great. Labour would love to unseat her, in what would be a huge upset, or perhaps more realistically go after Gavin Newlands in the neighbouring Paisley seat.

They are also sniffing Glasgow East. With Natalie McGarry’s stint as MP ending in tears – a police investigation, voting in her wedding dress and fainting in the chamber sums up her two years in Westminster – Labour ought to be in with a chance in the deprived neighbourhoods of Glasgow’s east end.

Labour in Scotland doesn’t feel like such a wreck anymore. Alan Roden’s Daily Mail-honed media nous has grabbed attention. Corbyn’s progressive policies have put fuel in the tank.

After polling day, the party will be able to fit all its Scottish MPs comfortably in a small hatchback, compared to the double decker bus necessary just a few years back.

But this general election could give the party the necessary shove to get on to the long road back.

James Millar is a political journalist and founder of the Political Yeti's Politics Podcast. He is co-author of The Gender Agenda, which will be published July 21 by Jessica Kingsley Publishing.

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