Amsterdam management announced a successive increase in airport fees at Schiphol (AMS) by a staggering 41%. The intention to sharply raise LTO (landing and take-off) fees follows
a rate hike of 40% over the last three years. The aim of the stiffer tariff policy, which is subdivided into different categories, is to force older and therefore relatively noisy aircraft out of Amsterdam. This would mostly affect the cargo sector.
According to Schiphol management, the charges for B747-400F night operations could increase by as much as 650-700%, subdivided by take-offs or landings, and day rates by 250% come 2027. Carriers operating the newer B777-200Fs (category 4) will also face a significant increase in fees. For night operations, prices will rise by 350-400%, while daytime rates will increase by about 75-80%, according to a pricing table from Schiphol, reports John Versleijen from Nieuwsblad Transport (NT). In total, the B747-400Fs and B777-200Fs accounted for over 10,000 of the nearly 15,500 allocated cargo slots at Schiphol over the past twelve months. This translates into a market share of 65%.
However, it remains to be seen as to whether this is the final word. Talks are still taking place between the parties involved.
Should the new charges finally come into force, many cargo airlines serving AMS would be affected, but the hardest-hit would be Schiphol-based KLM/Martinair Cargo.
On a weekly basis, “we operate 12 cargo flights out of Amsterdam with Boeing 747-400ERF,” Gerard A Roelfzema, Communication & Media Relations Air France KLM Martinair Cargo, told CargoForwarder Global.
A bitter pill
These 20+ year-old jumbo freighters are known for being particularly noisy. “If this [price structure] truly becomes the new situation, it would be a bitter pill for cargo to swallow,” he stated. The aging freighters will be replaced by four A350F, ordered by Air France-KLM in JAN23, which comply with ICAO Chapter 14 for noise reduction.
Similar to the Air France-KLM Group, a lot of airlines are currently renewing their fleets (transitioning from the Boeing 747-400F to either the Airbus A350F or the Boeing 777F). However, due to the supply chain issues that manufacturers are facing, the delivery of many of those aircraft is being delayed.
Constant pressure on AMS
More than 95% of air freight processed in the Netherlands passes through Schiphol Airport. Unlike its neighboring countries, there is no fully-fledged alternative available to divert that flow within the country, states Air Cargo Netherlands (ACN) in a reaction to the price hike. Schiphol is the only Dutch airport that is open at night. Night-time is essential for several airlines operating freighters, and for integrators, to deliver their goods and services on time, the association underlines. Quoting a survey of the Erasmus University, ACN reminds the Dutch government that “about 25% of added value and employment at Schiphol can be traced to air cargo. About half of this cargo is transported in cargo aircraft, the other half in the cargo holds of passenger aircraft.”
In addition, the lobby group criticizes that increasing pressure has been exerted on Schiphol for years, partly by local residents, but also by the Amsterdam city government and leading policy makers in The Hague. Cutting thousands of slots to reduce aircraft movements or imposing a night flight ban were two controversial topics hotly debated in the Netherlands.
This constant pressure on Schiphol’s policy and operations has contributed to considerable uncertainty regarding the role of AMS. The first airlines, such as LATAM Cargo, have withdrawn completely from AMS to land in Brussels (BRU) instead. Various studies and recommendations show that there is a risk that Schiphol will lose its position as an important air cargo hub. This harms the interests of Dutch-based companies with an international value chain, ACN concludes.
“Fleet renewal should be encouraged, not penalized!”
Negatively affected by the new airport fees is also Transavia, the low-cost subsidiary of Air France – KLM. These charges include landing, parking, and take-off of aircraft. Fare differentiation is often used to encourage airlines to operate quieter and more fuel-efficient aircraft. However, the amount of the new night-time fares demanded by AMS management, is beyond reason, states Transavia CEO, Marcel de Nooijer. Landing at night is now many times more expensive than in the previous fare period, while Transavia wants to use the newest quieter aircraft and keep flying accessible, he says. This hits a ‘home-based carrier’ like Transavia hard, even though the company is committed to fleet renewal. “That should be rewarded and encouraged, instead of penalized,” the executive argues.
