BARIN Chairman New Year Address

&

Special Guest Keynotespeaker 

Dick Benschop – Royal Schiphol Group

 

BARIN Chairman New Year Address

by Frank Allard

 

with a tribute to the 100th Anniversary of

KLM 

Koninklijke Luchtvaart Maatschappij

Let’s not forget:

CIVIL AVIATION IS A GLOBAL BUSINESS

The very valuable asset The Netherlands has is direct

C O N N E C T I O N S

with

more than 320 major cities worldwide

C O N N E C T I V I T Y  ! ! !

P R E C I O U S  ! ! !

 

Where are we ? Any major developements since we raised glasses this day last year ???

The seven themes of “Smart and Sustainable” are:

Optimising flight routes and procedures

The efficient use of fuel results in fewer CO₂ emissions. More direct flight routes and improved takeoff and landing procedures will result in less fuel consumption. Current routes in Dutch and European airspace are overloaded and not always efficient, and lead to added and unnecessary CO₂ emissions.

Encouraging cleaner aircraft by levying airport fees

Schiphol intends to differentiate airport charges (between 2019 and 2022) partly on the basis of climate impact. Airlines will pay less to use quieter and generally cleaner aircraft, while the costs for noisier, more polluting aircraft will increase.

Introducing sustainable fuel

As a result of the long development time and life span of new aircraft, kerosene-based fuel will remain the fuel of choice for the time being. For this reason, sustainable fuel is one of the most effective ways of reducing CO₂ emissions on the relatively short term. These are sustainable biojet fuels made from raw materials that do not compromise human or animal food supplies or which cause environmental damage such as deforestation.

Radical fleet renewal

We have taken major steps to reduce our climate impact by introducing radically new aircraft concepts and fully electrically powered aircraft. The Dutch aviation industry and knowledge institutions are playing an important role in developing new aerodynamic models, stronger and lighter materials, and electric-hybrid propulsion that will be necessary after 2030 to further reduce emissions from aviation. Over the next decade, airlines will continue to renew their fleets, thereby further reducing their emissions.

Deploying international train service and other sustainable means of transport over short distances

The Netherlands benefits from a customer-centric, fast, and sustainable transport system. On some routes, trains are a good alternative to air travel up to a distance of 700 kilometres. The success of the Eurostar and Thalys proves that this is possible and that it is better for the environment. To make train travel even more attractive, we will need faster trains, better connections to Schiphol, and it must be easier to buy integrated AirRail tickets. To further develop Schiphol as a multimodal hub, the extension of the North-South Metro line above ground is another interesting option. This will create space for international trains in the Schiphol Tunnel. And there are sustainable alternatives other than the train that can be further developed for routes with smaller passenger volumes.

Emission-free airports

In 2030, we will ensure that all Royal Schiphol Group airport terminals, offices, and ground operations will be climate neutral. Schiphol already runs entirely on electricity generated by Dutch wind and is making efforts to increase energy efficiency (for instance, by using LED lighting), phase out gas (for instance, by using heat and cold storage), and limit commuting. Airport users (including airlines and handling agents) also play an important role in making the airport climate-neutral by making greater use of electrical equipment and other technology.

A fast and efficient journey to and from the airport

The journey to and from the airport takes time. It can be unnecessarily complicated, cause traffic jams, and contribute to carbon emissions. At present, travellers opt for cars and public transport. Other solutions – electric rental cars and faster public transport to and from airports – are also needed. Furthermore, passengers must be able to make use of reliable and efficient transfers and have more options for getting cargo and baggage from door to door. Also in air cargo transport, all parties work closely with the help of digitisation, chain agreements, and good information exchange to optimise their activities. This will improve lead times and loading rates, and reduce carbon emissions.

The twenty companies and institutions behind the “Smart and Sustainable” plan of action are:

CONNECTED partners:

Huidige politieke situatie:

-De overheid overweegt bovenop een Schipholheffing voor lawaaiige en vervuilende vliegtuigen óók een overheidsbelasting op lawaaiige en vervuilende vliegtuigen

-In het regeerakkoord staat duidelijk aangegeven dat als de sector invulling geeft aan de Schipholheffing dat een overheidsbelasting niet nodig zou zijn.

Regeerakkoord letterlijk:

Blz 65  /  M127. Milieumaatregelen vliegverkeer

“Ingezet wordt op Europese afspraken over belastingen op luchtvaart in het kader van de voor 2019 geplande onderhandelingen over de klimaatdoelen van ‘Parijs’. Ook wordt bezien of een heffing oplawaaiige en vervuilende vliegtuigen mogelijk is. 

Indien beide routes onvoldoende opleveren zal er per 2021 een vliegbelasting worden ingevoerd Invoering van een vlieg(ticket)belasting is een belasting op vliegtickets per vertrekkende vliegtuigpassagier van twee jaar of ouder. Luchtvracht en transferpassagiers zijn uitgezonderd.” 

-Naast de vele miljoenen die de luchtvaart al betaalt voor een Europees Emissiehandelssysteem (EU ETS) en binnenkort aan het wereldwijde emissiehandelssysteem van de VN, zou dit een verdere stapeling van systemen en kosten zijn voor de airlines en de passagiers.

• • 2021 Vliegtaks
• • 2021 Stijging tarieven Schiphol, vanaf nu tot 2021 stijging tarieven tussen de 20-30%
• • 2021 Invoering mondiaal VN systeem voor emmissiehandel luchtvaart miljoenen euro’s
  

minister Cora van Nieuwenhuizen AO Tweede Kamer feb 2018 letterlijke quotes:

o “En we hebben ook in het regeerakoord opgeschreven dat we bij het uitblijven van voldoende resultaat dat we dan een nationale vliegbelasting voorzien in 2021.”

o “Als het gaat om de sector erbij te betrekken, helemaal eens. We gaan ons er voor inzetten dat het niet nodig zal zijn, in die volgorde ook, maar mocht het allemaal niet lukken, dan is het in eerste instantie aan de collega van Financien om dat proces goed te managen maar u kunt ervan overtuigd zijn dat ik me ervoor inzet dat de sector erbij betrokken wordt.” 

De luchtvaart betaalt in Nederland reeds:

• • De luchtvaart in Nederland betaalt 264 mln aan security (SEO benchmark)
• • De luchtvaart in Nederland betaalt 457 mln aan havengelden (SEO Benchmark 2018)
• • De luchtvaart betaalt 59 mln aan luchtverkeersleiding (Bron SEO Benchmark 2018)
• • De luchtvaart in Nederland betaalde de afgelopen Jaren 750 mln aan geluidsisolatie
• • De luchtvaart in Nederland en Schiphol betaalt 150 mln aan dividendbelasting (bron Schiphol jaarverslag)

De luchtvaart is voor verduurzaming van de luchtvaart, maar tegen belastingen waarvan de opbrengst niet naar het milieu gaat. De luchtvaartsector heeft onlangs een actieplan voor verduurzaming van de luchtvaart aangeboden aan minister Van Nieuwenhuizen van Infrastructuur en Waterstaat (I&W). Daarin staan concrete stappen waarmee de CO2-uitstoot van de luchtvaart vanuit Nederland in 2030 met 35%  kan worden verminderen. Onderzoeksbureau CE Delft beoordeelt het plan als ambitieus en concreet en concludeert dat de geformuleerde doelen haalbaar zijn. Om echt te verduurzamen en een verschil te maken, is het belangrijk om samen met overheid en bedrijfsleven de juiste stappen te zetten, bijvoorbeeld door te investeren in duurzame biobrandstof, waarmee een CO2-reductie tot 80% in de keten kan worden gerealiseerd en het stimuleren van reizen per trein op kortere afstanden. 

Onderzoeken Vliegtaks:

Click op: CE Delft in opdracht MinFin 2018: “De effecten van de vliegbelasting op de CO2-emissies, geluid en fijnstof zijn dan ook klein.”

Vliegbelasting helpt het milieu niet en kost Nederlandse banen

Nederlandse banen staan op het spel, terwijl het milieu er niet mee is geholpen als de vliegbelasting wordt ingevoerd zoals vastgelegd in het Regeerakkoord. Dat staat in een rapport dat door SEO Economisch onderzoek is gedaan naar de vliegbelasting die volgens de regering in 2021 moet ingaan. SEO heeft berekend dat door de vliegbelasting tot 10% passagiers weglopen.

Milieu niet geholpen door vlieg belasting.

SEO trekt de conclusie :”Een vliegbelasting gericht op het belasten van passagiers of vliegtuigen (MTOW) in plaats van het belasten van uitstoot is geen effectief middel om de Parijse klimaatdoelen te halen.”

Passagiers wijken uit naar buitenlandse luchthavens en stoten onderweg daar naar toe CO2 uit en er is geen prikkel om schonere toestellen in te zetten aldus SEO. Constateringen SEO zijn in lijn met eerder onderzoek in opdracht van ministerie van Financien door CEDelft 2018 dat er geen milieu effect is door invoering van vliegbelasting of belasting per vliegtuig. Ook verwijst SEO naar een onderzoek aan van de Nederlandse overheid Centraal Planbureau en planbureau voor de leefomgeving uit 2016waarin staat “dat een vliegticketheffing niet per definitie leidt tot per saldo minder CO2-emissies.”

Ook zonder vliegbelasting wordt ticket al duurder:

Ook zonder de vliegbelasting worden vliegtickets al veel duurder. Ten eerste worden de tarieven op Schiphol de komende jaren veel hoger, waardoor tickets 25% duurder zullen zijn in 2025, aldus SEO. Daarbovenop komen nog eens de kosten die betaald moeten worden voor twee emissiehandelssystemen, één in Europa en één wereldwijd. Kosten kunnen oplopen tot € 90-120 miljoen in 2030, hetgeen kostenverhogingen voor passagiers met zich mee kunnen brengen.

Banen in Nederland verdwijnen door vliegtaks. Door het verdwijnen van passagiers verliezen duizenden mensen hun baan. Volgens het rapport betekent het verlies van 1000 passagiers dat 2 mensen hun baan verliezen. In totaal kan dat oplopen tot wel 5000 arbeidsplaatsen.

Ook de overheid houdt onder de streep nauwelijks iets over van de vliegtaks

De overheid ontvangt door effecten van een vliegbelasting of belasting per vliegtuig minder inkomstenbelasting en is meer geld kwijt aan werkloosheidsuitkeringen “De totale negatieve effecten voor de overheid kunnen op korte termijn oplopen tot € 150 miljoen tot € 200 miljoen.”, aldus SEO.

Luchtvaartbedrijven krijgen te maken met flinke omzetdaling

Voor de luchtvaartbedrijven betekent een vliegtuigbelasting afhankelijk van de vorm een omzetdaling tot €438 miljoen.

Bestemmingen verdwijnen

Doordat het aantal passagiers zal dalen, verdwijnen bestemmingen vanaf Schiphol. Nederlandse toeristen en zakenmensen kunnen straks naar minder bestemmingen vliegen, waardoor Nederland ook minder aantrekkelijk is voor buitenlandse bedrijven en instellingen. Ook dat kost banen.

Er zijn andere manieren om luchtvaart echt te verduurzamen 

Recent gepresenteerd actieplan ‘Slim en Duurzaam’ biedt wel duidelijke actie’s hoe we de luchtvaart samen kunnen verduurzamen en de CO2 emissies kunnen laten dalen door duurzame brandstof, minder omvliegen, investeren in nieuwe vloot en nieuwe vliegtuig ontwikkeling etc.

Rapport 2016 CPB en Planbureau ‘Kansrijk mobiliteitsbeleid’ . Zie bijlage

“Het rapport van het CPB en Planbureau voor de Leefomgeving ‘Kansrijk mobiliteitsbeleid’ uit 2016 geeft aan dat een vliegticketheffing geen effectieve manier is om deze hinder te beprijzen. Het aantal reizigers vanaf Schiphol zal met 10 tot 20 procent afnemen. Eerdere ervaringen laten zien dat de meeste reizigers dan niet vanaf Nederlandse luchthavens vliegen, maar uitwijken naar buitenlandse. Hetwelvaartseffect is waarschijnlijk negatief”.

Maurice de Hond zie op site peil.nl 

57% van mensen die gereageerd hebben op overheidsconsultatie waren tegen invoering vliegtaks

Er zijn meer tegenstanders (45%) dan voorstanders (40%) van een nationale vliegtaks die niet wordt gebruikt voor de verduurzaming van de luchtvaart.

· Slechts13% geeft aan dat invoering van de vliegtaks invloed zal hebben op de keuze van het vervoermiddel.

· Bijna tweederde (64%) van de kiezers vindt niet dat de opbrengst van de vliegtaks voor andere zaken dan de verduurzaming van de luchtvaart zou mogen worden gebruikt. OnderD66-stemmers is dit percentage zelfs 66%.

Ruime meerderheid (55%) denkt dat duurzame brandstof het meest zal bijdragen aan de verduurzaming van de luchtvaart. Ook wordt vlootvernieuwing en een Europees luchtruim genoemd.

Let’s CONNECT

 

and jointly take up the GLOVE, i.e. the challenge !

WHO DID ? ?

K.L.M.

Koninklijke Luchtvaart Maatschappij

Celebrating this year the 100th Anniversary as the longest active airline company in the world,

still operating under the same name.

         

BARIN’s birthday resent for KLM

The original exclusive Laimböck leather gloves worn by the captains and fellow cockpit crew members

of two legendary KLM flights which operated in October 1934 to Melbourne and 1953 to Christchurch ;

offered as birthday present by BARIN to the KLM on the occasion of the start of the celebration year of the

100 years Anniversary of  KLM – Koninklijke Luchtvaart Maatschappij,

during the BARIN New Year’s Gathering on January 16, 2019 at the Schiphol Hilton.

click on: Melbourne1934

click on: Christchurch1953

 

    right to left: KLM Group Executive Board  Rene de Groot– COO, Erik Swelheim– CFO, Pieter Elbers– President & CEO and Frank Allard– Chairman BARIN

(© Tycho’s Eye Photo)

 

Keynote Speech 

Dick Benschop – President & CEO Royal Schiphol Group

1. Intro
   

Ladies and Gentlemen – a Happy New Year to all of you and to your continued good health. On behalf of the entire Schiphol team, I wish you all the best for 2019.

It will be a very important year for us all. Some big decisions will need to be made. Decisions that will define the future of Schiphol and of the Dutch aviation sector.

Speaking of Dutch Aviation: KLM Royal Dutch Airlines was founded 100 years ago, as well as Fokker and the NLR – the Netherlands Aerospace Center. Congratulations to you all. And welcome to the ‘100 year’ club.

2. A look back at 2018

Everyone worked hard in 2018 – and it’s your and our people who enabled the ‘Schiphol Experience’ and Operations to continue every day. Together we helped to shape the Schiphol of tomorrow. Overall, 2018 was a solid year – even though many of us had to deal with a number of power cuts and data disruptions.

We took important steps in the area of safety. The Integral Safety Management System (ISMS), in collaboration with sector parties, has well-and-truly begun. Everyone can see what measures we took to further reduce risk by consulting the Schiphol Safety Improvement Roadmap.

And it’s great to see that the number of runway incursions were decreased by a third: from 46 in 2017, down to 30 in 2018. However, there was a serious incident. So it’s important that we keep learning as a sector and not slip into complacency.

That last point is important, because 71 million people chose to travel through Schiphol in 2018 – which represented a growth of 3.7%. And we expect to welcome even more travellers again this year.

Schiphol’s NPS score for 2018 is 32. A decreased when compared to 2017 which was 34.

We arrived at 499,446 flight movements, almost the same as last year. This is also our expectation for 2019.

Punctuality Inbound has improved by 3 %. (2017 – 79% / 2018 – 82%)

Punctuality Outbound has improved by 2 %. (2017 – 69% / 2018 – 71%)

Freight volumes decreased by 3 % to 1.7 million tonnes. There is a clear decrease in the number of full freighter movements, however along with fuller and larger aircraft this led to growth of cargo in the belly of passenger flights. Nevertheless air Cargo’s position needs our attention. The full freighters are being squeezed out when there is a shortage of slots.

The total number of Schiphol’s direct destinations remained the same, at 326. You have added a number of new destinations such as Orlando International, Fortaleza, Alghero, Beirut, Eilat, Mombassa and Växjö. At the same time, we also bid farewell to a number of destinations.

We have an absolute record year behind us … also a record number of complaints!

It is crucial that we are going to talk about our future in terms of quality, and not of quantity. Schiphol and the Schiphol system fulfil a public mission to serve Dutch society. We want to be Europe’s best hub airport and have a sustainable future. We express quality in three forms:

quality of the network, quality of serviceand quality of living environment.

3. Quality of the network

Schiphol’s success and the success of our aviation sector does not depend entirely on the number of flight movements. It’s also about connectivity, and our connections with the rest of the world. And you make that possible.

Together we’re connecting the Netherlands with 326 destinations worldwide. Our network is of great economic importance – it’s the goose that lays the golden eggs!

But what happens if we can no longer invest in the quality of the network? What positions would be taken by the airlines? Those things are what is at stake in the coming period, particularly when making decisions about post-2020 development.The sector is committed to a moderate and controlled development. The market requires more, but we see that moderation is necessary to restore the balance and reduce noise pollution.

• Moderate post-2020 growth will allow us to maintain and sustain that network. Moderate growth will help us maintain balance within our environment, and restore it where necessary. All of that will be done with the perspective of increasing sustainability activities within the aviation sector.

I hope that Hans Alders will be able to present a broadly-supported advice about Schiphol’s development in connection with Lelystad Airport this month. We have come far, although we some issues coming up in recent days. But let’s wait and see what we can achieve together.

• Lelystad Airport – explanation for airlines.
• European rules about sending leisure flights from Amsterdam to Lelystad.
• The need for Lelystad Airport to open so that Schiphol can develop.
• I urgently request you all to be careful when media is asking for you opinion on Lelystad Airport. Any negative expressions about Lelystad equates to negative expression about developments at Schiphol.
• ORS / Luchtvaartnota – Finding the balance
• Compliment to airlines and representatives for acknowledging our role in the public debate and in the area.

I am impressed by the efforts brought to the table by the parties and representatives’ in their efforts to find a way forward – that fuses the minimum amount necessary (see the network, and airlines position) with the maximum of what’s achievable.

You, as airlines assembled in BARIN, have played a very constructive role. I am very grateful to all the representatives for these efforts.

4. Quality of service

Schiphol is known worldwide as a quality airport. We’re going to bring back that focus on quality. The current service level – at our capacity limit – is not our ‘new normal’. In the coming years, we will invest around 2 billion euros in facilities and in smarter, more innovative processes.

You might notice something of a metamorphosis in Terminal 1. It’s business as usual during the day, but a mezzanine will take shape as it becomes a construction zone at night. The first contours of the A-Pier will become visible, and we are hard at work on the design of the new terminal. Decisions about station and land-based accessibility investments will be made this year.

Innovations like the digital information provisions, Seamless Flow and the new CT scan for security filters help with traveller flows and are highly valued by travellers.

• We are using feedback from the Airlines customer satisfaction survey to improve the customer journey at Schiphol.

This all happens in collaboration with all other partners in the Schiphol system: you, the airlines, handling agents and government organisations. Schiphol’s excellent public-private partnership is a huge strength. For example, the KMAR(Royal Dutch Marechaussee) are working hard to tackle bottlenecks at border controls.

The motto for all these investments in a running operation:

Schiphol is always ready but never complete.

5. Quality of the living environment

The aviation sector needs to have a new relationship with the environment. The conversation with directors and residents is under way; yet it is clear that we have a lot more to do to regain confidence and restore the balance. For many it is: ‘we’ll have to see it to believe it’.

We have to explain what is happening here and the consequences that may have for our neighbours. And at the same time, we have to listen to what our neighbours say and experience. We have to conduct a dialogue to get closer together and to make Schiphol predictable again. We will take measures in the interests of residents; we’ll not just do what is allowed, but ask ourselves what is sensible.

I want to thereby break down walls and build bridges. Bridges between experience and the calculation of noise; between measurement and calculation. We will actively limit nuisance and invest in liveability by cooperating with our neighbouring municipalities.

There is also a positive note sounding at the same time. Many people in the area are gainfully employed. Not only at Schiphol itself, but also at the companies that establish themselves at and around the airport.People from all backgrounds and educational levels have found jobs at Schiphol. That also contributes to the quality of the living environment, which is important for current and future generations.

7. Sustainability and innovation
   We have marked our spot in the horizon: Schiphol wants to be the most sustainable hub airport in the world. The industry and ourselves are committed to cleaner and quieter aircraft, new and sustainable fuels and better flight routes and procedures. The new tariffs at Schiphol penalise dirt and noise, and reward clean and quiet.
   

We will work out the plan for each new horizon. We recognise the airlines’ investments in new aircraft (the Neo’s, Max’s, Dreamliners and A350’s), which have considerable improvements in environmental performance.

• Cathay Pacific introduced the Airbus A350-1000 at Schiphol. China Airlines and Singapore Airlines already were operating the Airbus A350-900.
• Air Baltic operates the Bombardier CS300 – a very efficient aircraft
• EasyJet is looking into electric flying (long-term) and is introducing Neo’s (short-term)
• TUI sustainable door-to-door travel concept: greener and fairer and its use of 787 Dreamliner and the new 737MAX
• Many airlines are already factoring the desire for cleaner and quieter aircraft into their fleet renewal plans.
• KLM is electrifying its ground equipment and is leading the way in using sustainable bio-kerosene. Also the Boeing 747-400 will be replaced by 787 Dreamliners and KLM will get its first B787-10 this year.
• New airport charges at Schiphol encouraging cleaner, quieter aircraft.
• Airlines are being charged lower if they use cleaner, quieter aircrafts
• New airport charges effective for the period running from 1 April 2019 until 31 March 2022. The charges for the airlines will be rising by an average of 7.9 % over the next three years

A push is needed in the field of alternative fuels, starting with bio and followed by synthetic. A pilot plant for the production of synthetic fuel will be installed at Rotterdam The Hague Airport. There is a wonderful opportunity for the Dutch aviation knowledge sector and industry. The question is: how quickly can new aircraft types based on hybrid, electric and hydrogen be developed?

Many climate solutions go along with improvements to the living environment. New aircraft engines are more economical and quieter. New fuels drastically reduce particulate matter emissions. The same applies to electric vehicles; you may have seen last week’s announcement for the electrification of airside handling. The smartest office building in Europe is in our vicinity: Microsoft.

Schiphol is more than just an airport. It is a multimodal hub, where all forms of transport come together.

We also have to go into battle with the international train connections, both in terms of investment and service. We also have to make room for this at Schiphol.

9. Collaborations
   
   Royal Schiphol Group is more than only Amsterdam Airport Schiphol. We form a whole with the airports at Eindhoven, Rotterdam and Lelystad.

The Dutch Aviation industry must also develop as an entire system, including Groningen-Eelde and Maastricht. That type of cooperation is essential in maintaining our position in Europe.

We do not only exchange knowledge, but also across the border through our international participations. What we learn there, we apply here, and vice versa.

You can just hear it: the Schiphol team is full of ambition, and eager to take big steps in 2019. We are passionate about aviation. Just as passionate as you.

Thank you very much !