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c) that prices (including service level specifications and any associated terms and conditions of access to aeronautical
services) should:
(i) be established through commercial negotiations undertaken in good faith, with open and transparent
information exchange between the airports and their customers and utilising processes for resolving disputes
in a commercial manner (for example, independent commercial mediation/binding arbitration); and
(ii) reflect a reasonable sharing of risks and returns, as agreed between airports and their customers (including
risks and returns relating to changes in passenger traffic or productivity improvements resulting in over or
under recovery of agreed allowable aeronautical revenue);
d) that price structures should:
(i) allow multi-part pricing and price discrimination when it aids efficiency (including the efficient development
of aeronautical services); and
(ii) notwithstanding the cross-ownership restrictions in the Airports Act 1996, not allow a vertically integrated
service provider to set terms and conditions that discriminate in favour of its downstream operations, except
to the extent that the cost of providing access to other operators is higher;
e) that service-level outcomes for aeronautical services provided by the airport operators should be consistent with
users’ reasonable expectations;
f) that aeronautical asset revaluations by airports should not generally provide a basis for higher aeronautical prices,
unless customers agree; and
g) that at airports with significant capacity constraints, peak period pricing is allowed where necessary to efficiently
manage demand and promote efficient investment in and use of airport infrastructure, consistent with all of the
above Principles.
The Government will give regard to these Pricing Principles when assessing the behaviour of the monitored airports.
A persistent failure to produce results consistent with these Principles could lead to more detailed scrutiny of an
airport(s) under the ‘show cause’ mechanism and potentially the imposition of more heavy-handed regulation.
The Government also considers that these Pricing Principles should act as a guide for the conduct of all airports,
whether price monitored or not.”
Air navigation services
“Airservices Australia has a long-term pricing agreement, which usually has a term of 5 years. This agreement sets out
the charges for enroute, terminal navigation, tower and ARFF services. The Australian economic regulator, the
Australian Competition and Consumer Commission (ACCC), reviews changes to the charges and approves the
Long-Term Pricing Agreement Negotiations and consultation take place with airline carriers in the lead up to
Airservices Australia lodging its changes with the ACCC. Information relevant to the Long-Term Pricing Agreement
can be found on Airservices’ website (http://www.airservices.gov.au/pilotcentre/avcharge/price/charges.asp).”
SUPPLEMENT TO DOC 9082 11
AUSTRIA
SOURCE DATED: 1 JULY 2009.
“It is the policy of the Austrian Government to comply as far as possible with the principles set forth in the
recommendations agreed at the ANSConf 2000 (Doc 9764) and in the ICAO’s Policies on Charges for Airports and
Air Navigation Services (Doc 9082). It is expected by the Austrian Government that the costs of airport and air
navigation facilities - including full costs of capital - should be recovered by user charges completely. However,
paragraph 23 of Doc 9082 does not apply to security charges.
Airport charges are kept under constant review and adjustments at the airports of Vienna, Salzburg, Innsbruck, Graz,
Klagenfurt and Linz are approved on 1 January annually calculated by way of Price-Cap-Formulas based on the
Austrian inflation rate and traffic increase at each individual airport. This is to safeguard that overcharging is avoided
and productivity gains are partially redistributed amongst users while leaving airports an incentive for sound economic
management.”
Air navigation services
“Air navigation charges (en-route and approach) continue to be calculated on EUROCONTROL principles, i.e. traffic
unit costs are calculated by way of divisions cost base/movements and then passed over to users without any
profit/productivity factor.
Austria is bound by policies stemming from its obligations from EC Legislation (Regulation 1794/2006) and
EUROCONTROL Multilateral Agreement.
Economic oversight is part of regular ANS supervisory activities stemming from EC Legislation (Regulation
20P6/2005, Article 6).”
AZERBAIJAN
SOURCE DATED: 1 NOVEMBER 2002.
“The policy of the Azerbaijani Republic with regard to State airport charges and air navigation charges is based on the
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
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国际民航组织关于机场和空中航行服务收费的政策(119)
