UK's BAA announced (01-Oct-2010) it has agreed to sell its interest in Naples International Airport to an entity controlled by F2i SGR SpA, an Italian infrastructure fund, for EUR150 million. BAA owns 65% of GESAC SpA, which holds the concession for Naples International Airport until 2043. Completion of this sale will bring to a successful conclusion the strategic refocusing of BAA's interests away from non-core and international assets to its UK airports. EUR13 million of the total price will be deferred for three years on an unconditional basis and fully backed by on demand bank letters of credit. [more]
BAA announces sale of Naples International Airport
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China-UK air service agreement permits growth as Chinese airlines constrained in most other markets
An agreement between China and the UK to more than double their air service agreement is good timing for both sides. Chinese airlines are finding an imbalance: they are taking delivery of widebody aircraft and more Chinese airlines are flying long haul but traffic rights to major markets – the US, Canada, Germany and France – are becoming depleted. Negotiations to add traffic rights have not succeeded, typically due to the foreign side being concerned about accessing Chinese slots or Russian overflight rights.
The agreement with the UK to expand the number of weekly passenger flights from each side from 40 to 100 reflects considerable pragmatism on the part of the UK: British Airways and Virgin Atlantic are not growing in China, and China is a large growth opportunity. The UK has lagged on Chinese tourism. It was only in 2015 that China became the UK's largest inbound market.
Consistency is challenging: Chinese visitors to the UK decreased in 2014, then rapidly grew in 2015 and declined in 1H2016, although the full year looks more upbeat. The pound's post-Brexit depreciation has meant that the Chinese receive about 20% more for their currency. Despite a seeming alignment of factors in the UK's favour to grow tourism, it must continue to reform its visa policy so that the UK can compete with China's more preferred European markets of France, Germany and Italy.
Chinese long haul secondary city air routes: BA's Chengdu exit does not reflect the broader market
The fastest long haul airline growth is not occurring with Gulf airlines but rather, with services to and from secondary Chinese cities. It is not a secret that local incentives and subsidies, generally common in any market, are especially large in price and duration for secondary Chinese cities. An airline might expect over a third of revenues to be subsidised. This drastically alters the business case in a low-margin industry, hence the proliferation of secondary city services. This extreme dependence on subsidies raises the question of how long governments are willing to issue generous subsidies, and how many routes can be sustainable without them.
British Airways' decision to exit its only secondary Chinese route to Chengdu, in Jan-2017, might suggest the music is ending and the secondary long haul bubble is popping. There is added colour given the recent UK-China air service agreement expansion, and Brexit/British pound depreciation overhangs.
BA's exit does confirm market fundamentals: secondary city yields are low, and some routes are ahead of their time. Yet a number of factors unique to British Airways suggest caution in concluding that BA's Chengdu exit could foreshadow other withdrawals.