1、IATAAnnual Review 2024Contents02 IATA Annual Review 202403 Members list05 Willie Walsh,Director General08 Yvonne Manzi Makolo,Chair,Board of Governors11 Members of the Board of Governors12 Economics20 Environment&Sustainability26 Safety32 Passenger ExperienceInternational Air Transport AssociationAn

2、nual Review 202480th Annual General Meeting and World Air Transport Summit,Dubai,United Arab EmiratesContents35 Infrastructure40 Regulations&Taxes46 Cargo48 Security52 Diversity&Inclusion54 Modern Airline Retailing57 Financial ServicesMembers list03 IATA Annual Review 2024ABX AirAegean AirlinesAer L

3、ingusAero RepublicaAeroflotAeroitaliaAerolineas ArgentinasAeromexicoAfrica World AirlinesAfrijetAir AlgerieAir ArabiaAir AstanaAir Atlanta IcelandicAir AustralAir BalticAir BotswanaAir BurkinaAir CairoAir CaledonieAir CanadaAir CaraibesAir ChanganAir China Air CorsicaAir DolomitiAir EuropaAir France

4、Air GuilinAir Hong KongAir IndiaAir KoryoAir MacauAir MauritiusAir MoldovaAir MontenegroAir New ZealandAir NiuginiAir NostrumAir PeaceAir SerbiaAir SeychellesAir TahitiAir Tahiti NuiAir TanzaniaAir TransatAir VanuatuAirBridgeCargo AirlinesAircalinAirlinkAlaska AirlinesAlbastarAllied AirAlMasria Univ

5、ersal AirlinesAmelia(Regourd Aviation)American AirlinesANA APG AirlinesArkia Israeli Airlines Asiana AirlinesASKYASL Airlines BelgiumASL Airlines FranceASL Airlines IrelandAtlantic AirwaysAtlas AirAustrianAviancaAvianca Costa RicaAvianca EcuadorAvion ExpressAvion Express MaltaAzerbaijan AirlinesAzor

6、es AirlinesAzul Brazilian AirlinesBBadr AirlinesBahamasairBamboo AirwaysBangkok AirwaysBatik AirBatik Air MalaysiaBelavia Belarusian AirlinesBiman Bangladesh AirlinesBinter CanariasBoA Boliviana de AviacionBraathens Regional AirwaysBritish AirwaysBrussels AirlinesBulgaria AirCCamair-CoCambodia Angko

7、r AirCapital AirlinesCargojet Airways Cargolux Caribbean AirlinesCarpatairCathay PacificCebu PacificCemAirChalairChallenge Airlines(BE)Challenge Airlines(IL)China AirlinesChina Cargo Airlines China EasternChina Express AirlinesChina Postal AirlinesChina Southern AirlinesCityJetClic AirCondorCongo Ai

8、rwaysCopa AirlinesCorendon AirlinesCorsair InternationalCroatia AirlinesCubanaCyprus AirwaysCzech AirlinesDDAT(LT)Delta Air LinesDHL Air DHL AviationDiscover AirlinesEEastern AirlinesEastern AirwaysEdelweiss AirEgyptairEL ALEmiratesEthiopian AirlinesEtihad AirwaysEuroAtlantic AirwaysEuropean Air Tra

9、nsportEurowingsEVA AirEznis AirwaysFFedEx ExpressFiji AirwaysFinnairFly BaghdadFly NamibiaflydubaiFlyEgyptFlynasFlyoneFreebird AirlinesFrench BeeFuzhou AirlinesGGaruda IndonesiaGeorgian AirwaysGerman AirwaysGetJet AirlinesGlobalXGOL Linhas AereasGreater Bay AirlinesGulf AirGX AirlinesHHahnairHainan

10、AirlinesHawaiian AirlinesHebei AirlinesHello JetsHeston AirlinesHi Fly(Springjet)Hi Fly(Malta)Himalaya AirlinesHong Kong Air CargoHong Kong AirlinesHong Kong Express Airways IIberiaIberojet AirlinesIbom AirIcelandairIkarIndiGoIran AirIran Airtour AirlineIran Aseman AirlinesIsrairITA AirwaysMembers l

11、istAMembers list04 IATA Annual Review 2024JJapan AirlinesJapan Transocean AirJazeera Airways Jeju AirJetBlueJin AirJordan AviationJuneyao AirlinesKKam AirKenya AirwaysKLMKM Malta AirlinesKorean AirKunming AirlinesKuwait AirwaysLLa Compagnie(DreamJet)LAMLao AirlinesLATAM Airlines BrasilLATAM Airlines

12、 Colombia LATAM Airlines EcuadorLATAM Airlines GroupLATAM Airlines ParaguayLATAM Airlines PeruLATAM Cargo BrasilLATAM Cargo ChileLink AirwaysLoong AirLOT Polish AirlinesLucky AirLufthansaLufthansa CargoLufthansa CityLineLuxairMMadagascar AirlinesMalaysia AirlinesMandarin AirlinesMartinair CargoMasAi

13、rMauritania Airlines InternationalMEAMIAT Mongolian AirlinesMNG AirlinesMyanmar Airways InternationalMyanmar National AirlinesNNational AirlinesNeosNesma AirlinesNew Pacific AirlinesNile AirNippon Cargo AirlinesNok AirNordStarNordwind AirlinesNouvelairOOkay AirwaysOlympic AirOman AirOverland Airways

14、PPakistan International AirlinesPAL ExpressParanairPegasus AirlinesPGA Portugalia AirlinesPhilippine AirlinesPlus UltraPolar Air CargoPopulAirPoste Air CargoPrecision AirPrivilege StyleQQantasQatar AirwaysQazaq AirRRed Sea AirlinesRossiya AirlinesRoyal Air MarocRoyal BruneiRoyal JordanianRuili Airli

15、nesRusLineRwandAirSS7 AirlinesSafairSalam AirSASSATA Air AcoresSaudi Arabian AirlinesSCAT AirlinesScootSF AirlinesShandong Airlines Shanghai AirlinesShenzhen Airlines Sichuan Airlines Silk Way West AirlinesSingapore AirlinesSKY AirlineSmartaviaSmartwingsSolomon AirlinesSomon AirSouth African Airways

16、SpiceJetSriLankan AirlinesSTARLUX AirlinesSun Country AirlinesSunExpressSuparna AirlinesSwiftairSWISSSyrianairTTAAG Angola AirlinesTACATAG AirlinesTAP Air PortugalTAROM Tassili AirlinesThai Airways InternationalThai Lion AirTianjin AirlinesTibet AirlinesTUIflyTunisairTurkish AirlinesTUS AirwaysTway

17、AirUUkraine International AirlinesULS Airlines CargoUNI AIRUnited AirlinesUnited Nigeria AirlinesUPS AirlinesUral AirlinesUrumqi AirUS Bangla AirlinesUTairUzbekistan AirwaysVVietjetVietnam AirlinesVirgin AtlanticVirgin AustraliaVistaraVoepass Linhas AereasVolarisVoloteaVuelingWWamos AirWest AirWestJ

18、etWhite AirwaysWideroeWorld 2 FlyXXiamen AirlinesYYTO Cargo AirlinesWillie Walsh,Director General05 IATA Annual Review 2024WILLIE WALSH,DIRECTOR GENERALGlobal standards are the bedrockAirlines performed well in 2023.Profitability improved.By several parameters,it was aviations best year ever on safe

19、ty.And there was no let-up in the industrys determination to achieve net zero carbon emissions by 2050.Financial Performance By February 2023,domestic markets had fully recovered from the pandemic shock.And the recovery of long-haul markets was largely complete by year-end.All told,airlines lost abo

20、ut four years of passenger growth as a result of the pandemic.The expectation is that 2024 will see travel exceed 2019 levels and progress toward an average annual growth rate of 3.8%to 2043.The cargo business also transitioned to a more normal level of activity in 2023.After seeing extraordinary de

21、mand in 2021,followed by a sharp drop in 2022,a gradual strengthening set in during most of 2023.Cargo rates experienced a different pattern and are continuing their downward correction to normality after unprecedented highs during the pandemic.It is also notable that both air cargo and passenger tr

22、affic have defied a challenging macro-economic environment.Despite consumer inflation,people continue to travel in growing numbers.And emerging opportunities,such as time and-temperature sensitive cargo and e-commerce,are strong air cargo performers even as international trade faces headwinds.Willie

23、 Walsh,Director General06 IATA Annual Review 2024Persistent supply chain issues continue to affect the maintenance of existing fleets and the delivery of new aircraft.This is an enormous frustration for airline planning and operations,the impact of which extends to airline financial performance.Solu

24、tions must be found.Latest estimates indicate a$27.4 billion profit for 2023 with the expectation of strengthening profitability in 2024.Considering the enormous losses of 2020-2022,achieving this level of profitability is a major achievement.But with net profit margins of just 3.0%,sustainable prof

25、itably continues to elude airlines at the aggregated industry level.SafetyThe airline industrys safety performance recorded“best-ever”results by several key measures.In 2023,there were no fatal accidents involving any IATA member airline.And there were no fatal accidents by any airline on the regist

26、ry of the IATA Operational Safety Audit(IOSA).There was a single fatal accident involving a turboprop.And that is a reminder that safety is a continuous challenge.A key tool that is helping address that challenge is IOSA.In 2023,IOSA marked the 20th year since the first airline joined the registry.C

27、arriers on the registry have consistently outperformed those not on the registry by a significant margin.Several initiatives are further improving safety,notably a Safety Leadership Charter,the strengthening of our data capabilities with the advancement of the Global Aviation Data Management(GADM)in

28、itiative,and the progressive transition of IOSA to a risk-based approach that will deliver even more meaningful results.SustainabilityA major focus for 2023 was on progressing the industrys goal to achieve net zero carbon emissions by 2050.“Latest estimates indicate a$27.4 billion profit for 2023 wi

29、th the expectation of strengthening profitability in 2024.”IATA estimates that 65%of the carbon mitigation needed for net zero by 2050 will come from SAF.The industry has purchased and used every drop of SAF produced.But in 2023 that was just 0.2%of total fuel used.The problem is simply that not eno

30、ugh SAF is being produced.In November 2023,governments,through the International Civil Aviation Organization(ICAO),set an aspiration for aviation to achieve a 5%reduction in CO2 emissions through SAF.This emphasizes the urgent need for those same governments to be more effective with policies to sup

31、port the scaling-up of SAF.And it highlights the need for policies to support the other decarbonizations levers,such as direct air capture,which will be needed to complement SAF.For its part,IATA will establish the SAF Registry to accelerate the uptake of Sustainable Aviation Fuels(SAF)by authoritat

32、ively accounting and reporting emissions reductions from SAF.The Registry will help meet the critical needs of all stakeholders as part of the global effort to ramp-up SAF production.Some of the key capabilities of the Registry are:Wide geographic scope:The Registry will allow airlines to purchase S

33、AF regardless of where it is produced.Each batchs certified environmental attributes can be tracked and assigned to the purchasing airline.By ensuring that the environmental attributes of SAF are properly recorded and transferred between parties,airlines and their customers can report emissions redu

34、ctions accurately,aligning with any reporting obligations and international standards.Broad application and neutrality:The Registry will be neutral with respect to regulations,types of Willie Walsh,Director General07 IATA Annual Review 2024SAF,and any other specificities under relevant jurisdictions

35、 and frameworks,making it capable of handling all such user requirements.Governance:Independent governance will ensure the systems impartiality and robustness.Cost efficiency:Participation in the registry will be on a cost-recovery basis to avoid adding unnecessary cost barriers to the SAF ramp-up.T

36、he Registry is being developed in consultation with airlines,government authorities,international organizations,OEMs,fuel producers and suppliers,airports,and corporate travel management companies.Global standardsGlobal standards have always been important for aviation.They are the bedrock of our st

37、rong performance on safety,and they will be a key to success on the way to net zero carbon emissions by 2050.A focus of IATAs advocacy efforts over 2023 has been defending global standards,for example:IATA resisted plans from the Dutch Government to ignore the ICAO Balanced Approach on Noise and ill

38、egally impose a capacity-cut at Amsterdams Schiphol Airport.IATA is opposing international corporate income tax proposals that would require airlines to report revenue in each location where it was generated.Currently,airlines report all revenue in their headquarters jurisdiction.There are no flags

39、of convenience giving access to friendlier tax regimes,so governments will gain nothing from the change.But airlines would face enormous cost and complexity should the proposals be adopted.“IATA is opposing international corporate income tax proposals that would require airlines to report revenue in

40、 each location where it was generated.”IATA is also promoting standards that modernize business practices.This includes:Modern Airline Retailing to serve air travelers better,by replacing complex legacy processes with a system of“offers and orders”system that will parallel what most other retailers

41、use.Working with aircraft and engine manufacturers to promote best practices recognizing that airlines own the operational data generated by their fleets and must be in control of how it isused.Your AssociationIATAs Financial Settlement Systems(IFSS)continue to process transactions between airlines

42、and agents(passenger and cargo),efficiently,safely and on time.In 2023,the IFSS processed a total of$445.3 billion excluding$18.2 billion in refunds.IATAs representativeness has expanded over the year.IATAs own finances are strong,and membership is growing.More than 30 carriers have joined the assoc

43、iation since the 79th Annual General Meeting bringing total membership to 336 airlines.Over this past year it has been a pleasure working with Yvonne Makolo,who has served diligently as the Chair of the IATA Board of Governors.Her guidance has been instrumental in navigating the challenges of the ye

44、ar.And her presence as the first woman to hold this office is an important inspiration for all as the airline industry seeks to address its historical gender imbalance,including through IATAs 25by2025 initiative.Lastly,the IATA team is strongly motivated,highly skilled,diverse,and eager to serve our

45、 members by delivering reliable products,effective advocacy,andcritical global standards.Willie Walsh Director General International Air Transport AssociationIATA Annual Review 202408 Yvonne Manzi Makolo,Chair of the IATA Board of GovernorsYVONNE MANZI MAKOLO,CHAIR OF THE IATA BOARD OF GOVERNORSEmbr

46、acing change in a fast-moving,challenging worldQ What has been the focus of your year as Chair of the IATA Board of Governors?It has been a real privilege to serve as the Chair of the IATA Board of Governors(BoG).During my tenure at the top of the agenda was decarbonization,improving safety,the tran

47、sformation to modern airline retailing,and ensuring we have cost-efficient infrastructure.I was particularly pleased to be taking on this role as IATA launched Focus Africa with the aim of aligning the continents stakeholders so that together we can strengthen the contribution of aviation to Africas

48、 social and economic development.Q Over the course of your tenure as Board Chair have you seen sufficient support across the value chain and with governments to reach net zero carbon emissions by 2050?Support for achieving net zero remains strong and we have seen significant steps in the right direc

49、tion as we push for our 2050 net zero carbon emissions goal.Its clear that the fastest way to make progress towards this target is through the use of Sustainable Yvonne Manzi Makolo,Chair of the IATA Board of Governors09 IATA Annual Review 2024Aviation Fuels(SAF).However,more needs to be done to pro

50、duce enough SAF and reduce costs as production scales-up.Even with the growth in production of SAF that we have seen in the past year,it still accounts for less than 1%of aviations fuel needs.Governments need to prioritize policies to incentivize the scaling up of SAF production.Q For airlines,what

51、areas do you believe hold the greatest potential for transformation with artificial intelligence(AI)?AI is revolutionizing industries worldwide and has the potential and capability to help transform almost every aspect of the aviation industryin the air and on the groundby improving safety,efficienc

52、y,and customer experience.For example,AI can help airlines optimize their pricing strategies,predict,and prevent maintenance issues,and enhance flight operations and air traffic management.AI could also help airports streamline their operations,security,and passenger services and provide travelers w

53、ith personalized and seamlessjourneys.Last year,IATA held an Innovation Day that assessed the potential for AI and examined the challenges and risks.Participants eventually agreed on ten topic areas that heralded the most promise.These included everything from disruption management to back-office su

54、pport,better training,more personalized travel plans,and dynamic pricing.Although the possibilities are huge,human oversight and intervention will remain essential for safety and decision making in the aviationindustry.Q What opportunities do you see for biometric identification to improve efficienc

55、y in the passenger experience?IATA has been working with industry and government partners,including RwandAir,on awareness of the potential to transform the travel process under the One ID initiative.Through the concept of contactless travel,we believe that One ID will enable passengers to go through

56、 the airport with biometric recognition simply by sharing their biometric image and journey details in advance.We see three opportunities for improving efficiency.The first is through an improved passenger experience.One ID would allow passengers to arrive at the airport ready to fly and eliminate t

57、he need to present physical documents repetitively.This advanced sharing of personal ID will rapidly reduce airport queues.Secondly,staff productivity will improve as the need for manual ID and travel document checksdiminishes.Thirdly,biometric identification will strengthen security and enhance fac

58、ilitation with more accurate passenger information.This will,in turn,reduce the number of inadmissible passengers with improper documentation and the chances of human error in letting wrongly documented passengersfly.Q How is the Focus Africa initiative different from previous efforts to support avi

59、ation on the continent?What has this achieved so far?And ultimately what will be its contribution to the future development of African aviation?There have been many attempts to boost the African aviation sector,and it is not hard to understand why.Despite being home to over one billion people and ne

60、arly a fifth of the worlds population,Africa has a very limited presence in the aviation industry and accounts for just 2%of air global passengers.This means there is enormous potential for growth in Africa,which could,in turn,bring huge economic benefits to the continent if we dramatically increase

61、 air traffic and flying capacity.“By aligning the continents stakeholders we can strengthen the contribution of aviation to Africas social and economic development.”Yvonne Manzi Makolo,Chair of the IATA Board of Governors10 IATA Annual Review 2024It is widely agreed that the sector needs a major inj

62、ection of capital to improve its infrastructure,build and modernize airports,improve air traffic control,and increase connectivity between regions and countries.Thats why IATAs Focus Africa initiative aims to improve safety;facilitate an efficient,secure,and cost-effective aviation infrastructure;en

63、able greater connectivity through the Single African Air Transport Market(SAATM);accelerate secure,effective and cost-efficient financial services and modern retailing standards;support the net zero carbon emissions by 2050 targets;and promote aviation-related career paths and ensure a steady supply

64、 of diverse and suitably skilled talent to meet our industrys future needs.Q Its been great for women in the industry to see a female lead IATA.Is 25by2025 making a difference in promoting gender diversity in aviation?In Rwanda,we have a long legacy of gender equality,but the aviation sector has bee

65、n traditionally dominated by men.As the first female Chair of IATAs BoG,I was aware of the optics and responsibility it conveyed on me as an agent of change.Thats why I have been so strongly supportive of IATAs 25by2025 voluntary global initiative,which is designed to change the gender balance withi

66、n aviation.Over 180 companiesfrom airlines to aircraft manufacturers and airportshave signed up to this initiative,committing them to increasing female representation in senior roles in areas traditionally under-represented by women.IATA recognizes the incredible level of female talent available and

67、 how vital it is that we,as a global industry,create real opportunities for women to allow them to grow and thrive.Airlines can help lead the way to make our sector diverse and fully inclusive and embrace the extraordinary talent of women around the world.Q In addition to promoting gender diversity,

68、what do todays industry leaders need to do to ensure that aviation remains a desirable career choice for future generations of talented leaders?We need to continue positioning aviation as a forward-thinking sector that seeks to attract the brightest and the best.There is a huge range of job opportun

69、ities within aviation,from customer service to engineering,from IT to the flight deck,and from government relations to revenue management.We need to encourage airlines,airports,and manufacturers to create schemes to“One ID would allow passengers to arrive at the airport ready to fly and eliminate th

70、e need to present physical documents repetitively.”Yvonne Manzi Makolo,Chair of the IATA Board of Governors11 IATA Annual Review 2024MEMBERSHIP OF THE BOARD OF GOVERNORSAs at 1 April 20241.Yvonne Manzi MakoloChair of the BoardChief Executive OfficerRWANDAIR2.Michael RousseauPresident and Chief Execu

71、tive OfficerAIR CANADA3.Benjamin SmithChief Executive OfficerAIR FRANCE-KLM GROUP(representing Air France)4.Campbell WilsonChief Executive Officer and Managing DirectorAIR INDIA5.Robert IsomChief Executive OfficerAMERICAN AIRLINES6.Shinichi InouePresident and Chief Executive OfficerANA7.Patrick Heal

72、yChairCATHAY PACIFIC8.Ma XulunChairmanCHINA SOUTHERN AIRLINES9.Pedro HeilbronChief Executive OfficerCOPA AIRLINES10.Jasmin BajiPresident and Chief Executive OfficerCROATIA AIRLINES11.Mesfin Tasew BekeleChief Executive OfficerETHIOPIAN AIRLINES12.Richard SmithPresident and Chief Executive Officer,Air

73、line and InternationalFEDEX13.Zhu TaoChief Executive OfficerHAINAN AIRLINES14.Peter IngramPresident and Chief Executive OfficerHAWAIIAN AIRLINES15.Luis Gallego MartnChief Executive OfficerIAG(representing IBERIA)16.Pieter ElbersChief Executive OfficerINDIGO17.Marjan RintelPresident and Chief Executi

74、ve OfficerKLM18.Walter ChoChairman and Chief Executive OfficerKOREAN AIR19.Roberto AlvoChief Executive OfficerLATAM AIRLINES GROUP20.Carsten SpohrChairman and Chief Executive OfficerLUFTHANSA GROUP(representing Lufthansa)21.Izham IsmailGroup Chief Executive OfficerMALAYSIA AIRLINES22.Mohamad El-Hout

75、Chairman and Director GeneralMIDDLE EAST AIRLINES23.Mehmet Tevfik NaneChairperson of the Board of DirectorsPEGASUS AIRLINES24.Badr Mohammed Al-MeerGroup Chief Executive OfficerQATAR AIRWAYS25.Abdelhamid AddouChairman and Chief Executive OfficerROYAL AIR MAROC26.Anco van der WerffPresident and Chief

76、Executive OfficerSAS27.Ibrahim Al-OmarDirector GeneralSAUDI ARABIAN AIRLINES28.Ahmet BolatChairman of the Board of Directors and Executive CommitteeTURKISH AIRLINES29.Scott KirbyChief Executive OfficerUNITED AIRLINES30.Enrique Javier Beltranena MejicanoPresident and Chief Executive OfficerVOLARIS31.

77、Willie WalshDirector GeneralIATAALSO SERVED(To 15 June 2023)Mr John DietrichPresident and Chief Executive OfficerATLAS AIR(To 5 November 2023)Mr Akbar Al BakerGroup Chief ExecutiveQATAR AIRWAYS(To 15 January 2024)Topi MannerPresident and Chief Executive OfficerFINNAIR(To 1 April 2024)Yuji AkasakaRep

78、resentative Director,PresidentJAPAN AIRLINESidentify,attract,and develop new talent through apprenticeship programs for every sector within aviation so we can create long future career flight paths.Our business is hugely dynamic and exciting,taking place within a real-world environment that is subje

79、ct to change and immediate response every day.It allows those who embrace change to thrive in a fast-moving and challenging dynamic.We need flexible and fast-acting forward thinkers.And I know this sector will make them feel both at home and out of their comfort zoneoften simultaneously!We are also

80、an industry that greatly emphasizes safety and risk management.This duality makes aviation uniquely attractive as a career choice for future generations of talented leaders.Yvonne Manzi Makolo Chair of the IATA Board of GovernorsECONOMICSAviation faces a challenging economic environmentIATA Annual R

81、eview 202412 EconomicsECONOMICSOn the path to renewed profitabilityEconomic environmentStrong growth and renewed profitabilityIn 2023,air transportation grew strongly and enjoyed renewed financial profitability.The global economy avoided the recessionary environment predicted by many and delivered a

82、 3.1%growth rate in gross domestic product(GDP),which aligns with the long-term average.Among major economies,the US economy expanded at a rate of 2.5%in 2023,up from 1.9%the year before.The Indian economy also exceeded expectations,surpassing Chinas economy to become the worlds fastest growing majo

83、r economy.Exceptionally low unemployment rates worldwide have played a pivotal role in protecting the global economy from recessions.In the United States,unemployment stood at 3.6%in 2023,the lowest annual average recorded in US history.Similarly,the European Union,the euro area,China,and India have

84、 all benefited from low unemployment rates,significantly contributing to households purchasing power even in the face of high inflation and hence,global economic stability.01 Source:IMF World Economic OutlookThe energy transitionAirlines continued to sign agreements with sustainable aviation fuel(SA

85、F)producers to purchase future SAF production.Over the past two years,the airline industry has made significant strides in this regard,securing 75 offtake agreements,including 53 binding and 22 non binding commitments.Hydrotreated esters and fatty acids(HEFA)and HEFA co-processing are the most matur

86、e and commercially viable technologies available,and they account for most SAF offtake agreements.According to IATA estimates,the aviation industry consumed between 450,000 and 500,000 tonnes of SAF at$2,500 per tonne in 2023.This unit cost is 2.8 times higher than the price for conventional aviatio

87、n fuel,and thus added$756 million to the industry fuel bill in 2023.The aviation industry is set to increase its use of SAF to further reduce its carbon footprint.IATA estimates that SAF production could rise to 0.53%of airlines total fuel consumption in 2024,adding$2.4 billion to 2024s industry fue

88、l bill.02 Source:IATA Sustainability and EconomicsPer monthCumulative9752080604020020222023 Number of agreements of the month Cumulative number of agreements7%4.25%1.5%-1.25%-4%520052000202520020Economics13 IATA Annual Review 202401 Global gross domestic product(constant$),annu

89、al%change02 Number of SAF offtake agreements,as of December 2023Air passenger marketsA surge in domestic travel demand was felt in all large markets during 2023.Total domestic traffic surpassed the record of 2019.International traffic also rose steadily worldwide.The industrys growth momentum was re

90、silient as 2024 began,despite various economic and geopolitical headwinds that pressuring airlines and consumers.03 Source:IATA Sustainability and Economics,IATA Monthly StatisticsThe reopening of China was one of the major developments that shaped the industrys growth in 2023.Chinas domestic passen

91、ger numbers rose above the 2019 level,and its international flows grew rapidly following the lifting of travel restrictions,though they still lagged the rebound in domestic traffic.Chinese outbound travel was a large contributor to passenger numbers within the Asia-Pacific region and contributed to

92、tourism industries in various countries of the region.International connectivity to and from China has not yet fully recovered but it is coming back rapidly.04 Source:IATA Sustainability and Economics,DDSIndustry-wide domestic Revenue Passenger Kilometers(RPK)surpassed the 2019 historical peak by 3.

93、6%in 2023 and surged 30.2%year on year(YoY).Chinas domestic market grew,as mentioned,7.1%compared with 2019,and a staggering 138.8%from 2022.The worlds three largest domestic passenger markets China,the United States,and Indiadrove most of the industry performance in 2023.Japan and Australia,though

94、lagging compared with 2019,also showed remarkable growth YoY.05 Source:IATA Sustainability and Economics,IATA Monthly StatisticsIndustryUnited StatesPR ChinaJapanIndiaBrazilAustralia50%40%30%20%10%0%-10%-20%-30%-40%-50%2002420212020 Domestic International TotalPR China domesticInternation

95、al passengers6045304002002220232024 Domestic International vs 2022 vs 201930.2%3.6%9.4%138.8%7.1%30.7%22.4%5.3%6.7%0.9%14.8%-4.2%-3.2%3.2%Economics14 IATA Annual Review 202403 Seasonally Adjusted Industry RPK,indexed,January 2019=10004 PR China Domestic and International passen

96、gers,millions05 2023 Domestic RPK growth by marketInternational traffic saw tremendous growth in 2023 compared with a year earlier.Industry-wide international RPKs increased 41.5%YoY,reflecting strong results for all regions,but fell 11.5%short of 2019s level:Asia Pacific was the region with the str

97、ongest YoY evolution in international traffic,up 126.1%.But it also had the largest shortfall compared with 2019,at-27.4%.06 Source:IATA Sustainability and Economics,IATA Monthly StatisticsIn 2023,industry-wide passenger traffic rebounded toward pre-pandemic levels.Growing from that higher base,the

98、industrys annual growth has eased but is still expanding at a rapid pace.In March 2024,total traffic rose 13.8%YoY as the industry surpassed pre-pandemic levels for the second month in a row.This robust pace is attributable not only to the ongoing ramp-up in international operations but also to mark

99、et expansions in various countries.European and Asia-Pacific carriers were the main contributors to the industrys net growth,with the latter accountable for more than half of the global RPK increase.07 Source:IATA Sustainability and Economics,IATA Monthly StatisticsTicket sales in the latter half of

100、 2023 increased significantly over the first half and trended roughly sideways as the year closed.Lunar New Year festivities and pent-up demand in China fueled a surge in ticket sales there at the start of 2024.Globally,ticket sales remained near 2019 sales volumes and were higher than the previous

101、year,showing a desire to travel among consumers worldwide.08 Sources:IATA Sustainability and Economics,DDSIndustryNorth AmericaMiddle EastLatin AmericaEuropeAsia PacificAfrica vs 2022 vs 201941.4%28.3%33.3%28.6%21.6%39.3%-8.9%-27.4%-7.4%-5.8%-2.0%-11.5%1.4%126.1%100%80%60%40%20%0-20%1 Jan-2316 Jan 2

102、331 Jan 2315 Feb 232 Mar 2317 Mar 231 Apr 2316 Apr 231 May 2316 May 2331 May 2315 Jun 2330 Jun 2314 Aug 2329 Aug 2313 Sep 2328 Sep 2313 Oct 2328 Oct 2312 Nov 2327 Nov 2312 Dec 2327 Dec 2311 Jan 2426 Jan 2410 Feb 2425 Feb 2411 Mar 2426 Mar 2410 Apr 24 Domestic International TotalJan-23Jun-23Dec-23Feb

103、-23Aug-23Jul-23Jan-24Feb-24Mar-24Mar-23Sep-23Apr-23Oct-23May-23Nov-2369.4%59.4%54.0%46.6%39.2%31.4%26.8%28.2%30.1%30.8%29.1%24.3%16.7%20.8%13.8%Africa Asia Pacific Europe Latin America Middle East North America Industry YoY%growthEconomics15 IATA Annual Review 202406 2023 International RPK growth by

104、 airline region of registration07 Regional contribution to industry-wide annual RPK growth08 Ticket sales by purchase date,7-day moving average,YoY%changeAir cargo marketsAir cargo demand started an upward trajectory in the second half of 2023After a remarkable performance in 2021,air cargo faced mu

105、ltiple economic and geopolitical challenges in 2022.Inflation,the Russia-Ukraine war,Chinas zero-Covid policy,and supply chain disruptions all contributed to softening demand.Many of these challenges carried over to 2023.Coupled with a general rise in trade-restrictive measures,industry-wide Cargo T

106、onne Kilometers(CTKs)decreased a further 1.9%YoY in 2023.Air cargo traffic kicked off 2023 at its lowest level since spring 2020.However,positive and increasing YoY growth made a comeback in August 2023.In March 2024,global CTKs grew an impressive 10.3%compared with March 2023.Importantly,all region

107、s exhibited positive YoY evolutions,led by the Middle East,Asia Pacific,and Africa,with 19.9%,14.3%,and 14.2%growth,respectively.09 Source:IATA Sustainability and Economics,using data from IATA Monthly Statistics2023 was characterized by returning belly-hold capacityMeasured in Available Cargo Tonne

108、 Kilometers(ACTKs),industry-wide capacity in 2023 saw robust 11.1%growth,two-thirds of it attributed to international traffic.The primary driver for this resurgence was a return in the belly-hold capacity of international passenger flights,up an impressive 36.0%in 2023 compared with the previous yea

109、r.In contrast,the belly-hold capacity of dedicated international freighters decreased 1.6%over the same period.Overall,the share of international ACTKs provided by passenger flights belly capacity continued to normalize in 2023,adjusting from 47.0%in December 2022 to 52.6%at the end of 2023,and ther

110、eby inching closer to the pre-pandemic share of around 60%.10 Source:IATA Sustainability and Economics,using data from IATA Monthly StatisticsRising cargo load factors helped stabilize yields in the second half of the year After an extended period of declining air cargo load factors,associated prima

111、rily with increasing belly-hold capacity against a backdrop of cooling demand,the industry saw a turning point in summer 2023.The industry load factor decreased 1.1 percentage points in the first half of 2023 from year-end 2022,but then increased 1.3 percentage points YoY in the second half of 2023.

112、A recent rise in the cargo load factor,moreover,helped stabilize the fall in yields.The global air cargo yield,which had shown a downward trend since early 2022,reversed that shortly after the industry load factor changed its course mid-year.11 Source:IATA Sustainability and Economics,using data fro

113、m IATA CargoIS90%68%45%23%0%-23%-45%-68%Jan-21Jul-25Apr-23Apr-26Jan-27Oct-27Oct-21Jan-24Jul-22Oct-24 Industry Europe North America Africa Latin America and Caribbean Asia Pacific Middle East403020100Jan-23Jan-24Jul-25Jul-24Jan-26Jul-26Jan-27Jul-27Jan-28Jul-23Jan-25 Dedicated freighters ACTK Passenge

114、r belly ACTK Preighter ACTK30024519013580Jul-11Nov-19Jan-24Mar-28Sep-15 Seasonally adjusted cargo load factor,indexed(Jan 2019=100)Air cargo yields($per kg,incl.surcharges),indexed(Jan 2019=100)Economics16 IATA Annual Review 202409 Growth in air cargo demand(CTKs)10 International ACTKs(billion)by ty

115、pe11 Global air cargo yield and load factorsGrowth in global goods trade is weak but slowly improvingIn 2023,global cross-border trade saw volumes fall 1.9%,a departure from the average 2.2%growth observed during the period between the global financial crisis and the COVID-19 pandemic(20122019).Geop

116、olitical trends,including the trade war between China and the United States,are having a visible impact on trade.Importantly,the slump in trade was less pronounced in the final quarter of 2023 and positive YoY growth returned in February 2024.While demand for air cargo in 2023 receded by 1.9%in comp

117、ared to 2022,the month by month performance showed a steady upward trend.Industry wide CTKs started off with a-17.0%YoY contraction in January 2023,but ended the year on a high note with a solid 10.7%YoY expansion in December.However,the annual reduction in merchandise trade occurred from a high bas

118、e in 2022.These base-year effects are important when comparing the relative performance of air cargo and global trade,which moved to positive territory in the second half of 2023.12 Source:IATA Sustainability and Economics,using data from IATA Monthly Statistics and MacrobondContinued pessimism for

119、new export ordersThe new export orders Purchasing Managers Index(PMI)measures the well-being of international trade and is one of the leading indicators of global air cargo demand.A PMI above 50 suggests that more purchasing managers expect their businesses to grow compared with the previous month,w

120、hile a figure below 50 indicates fewer managers with that outlook.Specifically,the new export orders PMI has been hovering below the crucial 50-point threshold since March 2022,and March 2024 continued to signal contraction with a reading of 49.5.The overall pessimistic outlook for new export orders

121、 aligns with the global shift to more trade-restrictive policies.A contracting new export orders indicator and weak global goods trade contrast with the steep YoY growth seen in industry CTKs throughout the second half of 2023.Remarkably,and possibly supported by booming e-commerce on the Asia North

122、 America trade lane;rising demand for various special cargo products such as lithium batteries and perishables and recent attempts by manufacturers and logistics providers to diversify their supply chains,the air cargo industry is experiencing rapidly rising demand amid soft demanddrivers.13 Source:

123、IATA Sustainability and Economics,using data from IATA Monthly Statistics and MarkitGlobal tradeAir cargo demand603815-8-3050%38%25%13%0%-13%-25%-38%Jul-11Jul-11Jul-11Jul-11Jul-11Jul-11Jul-11Jul-11Jul-11Jul-11Mar-28 Global goods trade Industry-wide CTKs Relative performance of air cargo6000%4485%297

124、0%1455%-60%200242028 Growth in industry CTKs YoY%Global PMI new export orders component(50=no change)Economics17 IATA Annual Review 202412 Growth in air cargo demand(CTKs)and global trade13 Global manufacturing new export orders PMI and air cargo demand(CTK)growthAirline financial perform

125、anceThe industry returned to profitability The airline industry returned to profitability in 2023 after three years of unprecedented losses.Despite numerous challenges in 2023,including wars,oil price volatility,elevated interest rates,and staff shortages,IATA estimates an overall industry net post-

126、tax profit of$27.4 billion,with an operating profit margin of 5.7%a remarkable feat in such a short time.14 Source:IATA Sustainability and Economics,The Airline AnalystPassenger revenue drives the top line while cargo pulls it downTotal industry revenue is estimated to have reached$908 billion in 20

127、23,a 23%increase over the previous year.Passenger revenue was the main growth driver and reached an estimated$646 billion in 2023,an increase of 48%from 2022.A mix of high demand,increased load factors,and elevated yields facilitated the top line.Looking ahead,passenger revenue growth is expected to

128、 slow markedly in 2024,to 15%,but from its much higher 2023 base.After an increase in yields over 2022 and 2023,passenger yields should begin to stabilize in 2024.Despite the upward trend in the cargo market toward the end of 2023,full-year industry cargo revenue is estimated to have declined by one

129、-third.This downturn was driven mainly by lower demand and falling freight rates.Downward pressure on yields,meanwhile stemmed from increased belly-hold capacity as more passenger aircraft re-entered service and from competition from lower maritime cargo rates.A rebound in air cargo traffic is expec

130、ted to offset a continued freight rate decrease in 2024.Rates nonetheless are projected to stay above their pre-pandemic figures.15 Source:IATA Sustainability and EconomicsCosts remained elevated Airlines continued to experience rising operating costs in 2023.Primary contributing factors were inflat

131、ion,high interest rates,and the elevated crack spread.An appreciation of the US dollar and a rise in labor costs have also contributed to the increase in airline costs,putting additional pressure on the industrys profitability.On the flip side,increases in traffic and load factors allowed for a dilu

132、tion of the unit cost per ATK,which,together with rising yields,enabled a boost in profitability.16 Source:IATA Sustainability and Economics,using data from S&P Global,Refinitiv Eikon,IEALimited refining capacity in general and competition for that capacity among refined outputs kept jet fuel prices

133、 high at above$100 per barrel during most of 2023.The jet fuel crack spread(the price of jet fuel minus the price of crude oil)rose to around$30 per barrel towards the end of the year,a departure from the historic top-of-the-range spread of$20 per barrel.80%74%68%61%55%2000200820022001620

134、024f20042006ATKs Achieved load factor Breakeven load factor$per barrelLiters fuel used per 100 ATK34.030.527.023.520.0200020022002020222024f200420014 Fuel use/100 ATK Jet fuel price Cargo revenue Passenger and other revenue1,00075050025002001820

135、0222023e2024fEconomics18 IATA Annual Review 202414 Passenger and cargo revenue split in$billions16 Fuel efficiency and the price of jet fuel15 Breakeven and achieved cargo and passenger load factorNet profit and regionsNot all of the worlds regions contributed equally to the net profit of

136、 the industry in 2023.North America and Europe are the standouts and were chiefly responsible for the industrys return to profitability.All other regions however,also broke even on the net profit level.In 2022,the financial standing of airlines improved across all regions with North American carrier

137、s taking the lead and Asia-Pacific carriers lagging.That changed significantly in 2023,when a rebound in Asian traffic garnered Asian airlines a modest profit.In fact,numerous airlines in Asia and in the Americas,in fact reported their first profit in many years.17 Source:IATA Sustainability and Eco

138、nomics,The Airline Analyst 18 Source:IATA Sustainability and Economics,The Airline AnalystAircraft deliveriesAircraft deliveries increased in 2023 compared with 2022,to reach 1,390 aircraft,a gain of+12%YoY.Responding to strong demand and seeking to acquire quieter,more fuel-efficient equipment,airl

139、ines worldwide have continued to place large orders for new commercial jets.The increase in demand for new aircraft is,unsurprisingly,driven by the three largest regional markets:Asia-Pacific,Europe,and North America.In 2024,the industry anticipates the highest number of scheduled deliveries since 2

140、018.This,however,is subject to downward revisions.Deliveries have already dropped to 1,625 from the 1,777 reported previously,which implies an 8.5%weaker capacity addition.At the same time,a large share of the global fleet remains parked.Among aircraft of the four major manufacturers,15%of the fleet

141、 was in storage in 2023,compared with the 2000-2019 average of 10%.19 Source:IAT Sustainability and Economics usingCirium2002242025016252274 Africa Asia Pacific Europe Latin America Middle East North America Total EBIT margin Net post-tax profitProfit(US$b

142、n)7035-(35)(70)(105)(140)15%1%-13%-26%-40%2008200920002320024f20016302010-(10)(20)(30)(40)AfricaAsia PacificEuropeLatin AmericaMiddle EastNorth America 2019 2020 2021 2022 2023e 2024fEconomics19 IATA Annual Review 202417 Airline net profit and EBIT margin

143、development18 Regional airline net profit,$billions19 Aircraft deliveries by regionENVIRONMENT&SUSTAINABILITYThe journey to net zero by 2050 continuesReaching net zero CO2 emissions by 2050 and reducing the environmental impact of flying are critical challenges for aviation,its value chain,and stake

144、holders.Achieving net zero carbon emissions for aviation by 2050 is also a key commitment of governments.Net Zero roadmapsIn June 2023,the industry unveiled five roadmaps providing step-by-step actions and dependencies for aviation to achieve net zero carbon emissions by 2050.These roadmaps address

145、aircraft technology,energy infrastructure,operations,finance,and policy considerations leading to net zero.Policy initiatives lay the foundation on which many of the needed innovations and actions will rest,and these roadmaps will be a crucial reference point for policymakers.The roadmaps are the fi

146、rst detailed assessment of the key steps necessary to accelerate the transition to net zero CO2 emissions by 2050.The roadmaps were peer-reviewed,facilitated by a modeling tool provided by the Air Transportation Systems Laboratory at University College London(UCL)that calculates emission reductions

147、for each technology tracked.They will evolve as the industry sets interim milestones,more information is collected,and experience gained.The roadmaps are not just for airlines.They are a call to action for all aviation stakeholders to deliver the tools needed to make this fundamental transformation

148、of aviation a success.IATA Annual Review 2024Sustainability20 Alternative Fuels(CAAF/3)hosted by the International Civil Aviation Organization(ICAO)in Dubai in November 2023 was an important step forward as it agreed a global framework to promote SAF production in all geographies.The agreement calls

149、 for fuels used in international aviation to be 5%less carbon intensive by 2030.At projected growth rates,CO2 emissions for international aviation are expected to reach 682 million tonnes at this time,meaning SAF and low carbon aviation fuel(LCAF)need to abate some 34 million tons of CO2.To reach th

150、is level,about 17.5 billion liters(14 million tonnes)of SAF need to be produced.In addition to the 5%CO2 reduction by 2030 using SAF,CAAF/3 delivered agreement on:Acknowledging that certain States have the capacity to progress at a faster pace than others.A global SAF market that includes capacity b

151、uilding,a“Finvest Hub”,and voluntary technology transfer.The need for a solution that can foster a global SAF market while enabling airlines to claim the environmental attributes of their SAF purchases against their decarbonization obligations,based on a global and robust SAF accounting framework.Ro

152、admap reviewIATA,together with the Air Transportation Systems Laboratory at University College London(UCL),the Air Transport Action Group(ATAG),the International Council on Clean Transportation(ICCT)and the Mission Possible Partnership(MPP),released the Aviation Net Zero CO2 Transition Pathways Comp

153、arative Review.This is the first publication to compare 14 leading net zero CO2 transition roadmaps for aviation.The report aims to provide a“one-stop shop”for airlines,policymakers,and all aviation stakeholders to better understand the key similarities and differences between the various roadmaps,a

154、nd their visions for achieving net zero carbon emissions for aviation by 2050.Specifically,the report compares the selected roadmaps in terms of their scope,key input assumptions,modeled aviation energy demand,respective CO2 emissions,and the emissions reduction potential of each mitigation lever(ne

155、w aircraft technologies,zero-carbon fuels,SAF,and operational improvements).Highlights of each roadmap include:Aircraft technology:the development of more efficient aircraft and engines.Particularly important are the steps needed to enable aircraft powered by 100%sustainable aviation fuel(SAF),hydro

156、gen or batteries.All development milestones are backed-up by announced investment and demonstrator programs.Also included are new engines,aerodynamics,aircraft structures,and flight systems.Energy and new fuels infrastructure:the fuels and new energy carrier infrastructure upstream from airports nee

157、ded to facilitate the use of aircraft powered by SAF or hydrogen.Renewable energy plays a vital role in meeting the aviation sectors energy demand,and the roadmap outlines milestones to enable the necessary infrastructure developments.Operations:the opportunities for reducing emissions and improving

158、 energy efficiency by enhancing the way existing aircraft are operated.Automation,data management,and the integration of new technologies are key enablers for optimizing air traffic management and enhancing the overall efficiency of the air transportation system.Policy:the need for globally aligned

159、strategic policies to provide incentives and support for the industrys transition to a net-zero future.As with all other successful energy transitions,collaboration between governments and industry stakeholders is crucial in creating the necessary framework to achieve decarbonization goals.Finance:h

160、ow to finance the cumulative$5 trillion needed for aviation to achieve net zero by 2050.This includes technological advancements,infrastructure developments,and operational improvements.Strengthened global outcome for aviations decarbonization at the ICAO CAAF/3 Conference The Third Conference on Av

161、iation Sustainability21 IATA Annual Review 2024“Every drop of SAF produced has been bought and used.SAF added$756 million to a record high fuel bill in 2023.”fuel production going to other sectors.The small percentage of SAF output as a proportion of overall renewable fuel is primarily due to the ne

162、w capacity coming online in 2023 being allocated to other renewable fuels.This 3%output from global renewable fuel production is problematic as it limits SAF supply and contributes to keeping SAF prices high.To be on the trajectory needed to reach net zero carbon emissions by 2050,aviation needs bet

163、ween 25%and 30%of renewable fuel production capacity for SAF.Huge opportunities are missed to advance decarbonization due to the lower than needed quantities of SAF available.As such,government support is the only option to make a significant difference.Governments must prioritize policies to incent

164、ivize the scaling-up of SAF production and to diversify feedstocks with those available locally.Carbon Offsetting and Reduction Scheme for International AviationThe 39th ICAO Assembly established CORSIA(Carbon Offsetting and Reduction Scheme for International Aviation)in October 2016,following the a

165、doption of the Paris Agreement at the UN Climate Change Conference(COP21)in 2015.CORSIA is the only global market-based measure scheme to address CO2 emissions from international aviation.Under CORSIA,aircraft operators must purchase and cancel emissions units to offset the increase in CO2 emissions

166、 covered by the scheme.CORSIA aims to address any increase in total CO2 emissions from international civil aviation over a baseline.Although it was initially foreseen that the baseline would be determined using the average annual emissions between 2019 and 2020,in June 2020 the ICAO Council agreed t

167、hat the COVID-19 situation meant 2020 emissions should not be used for the CORSIA design features.Therefore,only 2019 emissions have been used for the pilot phase of CORSIA(2021-2023),and 85%of 2019 emissions will be used for the baseline in the subsequent compliance phases(2024-2035).To ensure the

168、environmental integrity of CORSIA,the ICAO Council has approved a list of eligible emissions units that can be used for compliance.The Councils decision is informed by a recommendation from a Technical Advisory Body A necessary step in building SAF infrastructure is the development of accounting mec

169、hanisms that can ascertain the chain of custody,a SAF accounting framework such as Book and Claim.This type of system separates the fuel purchase from its physical location,which simplifies supply chains,increases market potential,and reduces cost.A prerequisite for Book and Claim is that fuel suppl

170、iers provide aircraft operators with full and complete sustainability documentation associated with the SAF they have procured or produced.The system should allow stacking of environmental attributes for compliance with multiple or overlapping regulatory requirements under different greenhouse gas e

171、missions(GHG)scopes,understanding that the necessary provisions to avoid double counting are in place.Such mechanisms already exist in other sectors,such as green electricity.COP28 landmark agreementCOP28 immediately followed the ICAO CAAF/3 conference.The industry took note of the COP28 outcome,cal

172、ling on nations to transition away from fossil fuels.This adds momentum for the advancement of renewable fuels globally,including SAF.To move forward,SAF production needs to rapidly increase to meet demand that is already there.Governments must deliver policies to support SAF production,and fuel pro

173、ducers must prioritize investments in renewable fuels.SAF production increased but still missing opportunitiesThe industry expects SAF to play the largest role in decarbonizing aviation.IATA estimates that around 65%of the mitigation needed for net zero carbon emissions in 2050 will come from SAF.In

174、 2023,SAF volumes reached over 600 million liters(0.5 million tonnes),double the 300 million liters(0.25 million tonnes)produced in 2022.This corresponds to 0.2%of global jet fuel use.However,SAF accounted for 3%of all renewable fuels produced,with 97%of renewable Sustainability22 IATA Annual Review

175、 2024and guided by environmental criteria to guarantee that emissions units deliver the required CO2 reductions.The criteria are based on principles commonly applied under existing trading mechanisms and accepted carbon offset certificationstandards.Offsetting requirements started in 2021.On complet

176、ion of each three-year compliance period,operators will have to demonstrate that they have met their offsetting requirements by canceling the appropriate number of emissionsunits.Considering the special circumstances and respective capabilities of countries,ICAO members agreed to implement CORSIA of

177、fsetting requirements inphases.From 2021 until 2026(Pilot Phase from 2021 to 2024 and First Phase from 2024 to 2026),only flights between States that volunteer to participate in CORSIA are subject to offsetting requirements.From 2027,all international flights will be subject to offsetting requiremen

178、ts.However,flights to and from Least Developed Countries,Small Island Developing States,Landlocked Developing Countries and States which represented less than 0.5%of the global international Revenue Tonne Kilometers(RTK)in 2018 will be exempt from offsetting requirements unless these States particip

179、ate on a voluntary basis.On 1 January 2024,CORSIA started its First Phase,meaning international flights between participating States are subject to offsetting requirements.One of the most significant barriers to CORSIA compliance in its First Phase is the issue of corresponding adjustments.Essential

180、ly,these address the concern regarding double claiming and ensure that emissions reductions claimed by aircraft operators under CORSIA are not counted by host countries for their national pledges under the United Nations Framework Convention on Climate Change(UNFCC).Airlines are trying to ensure tha

181、t the eligible emissions units(EEUs)they purchase are not included in the host countrys registry.However,the approved programs are hesitant to vouch for this,partly due to host countries reluctance to undertake the corresponding adjustments.It has also been observed that certain host countries are c

182、harging a premium on top of the price of the EEU for issuing a letter confirming a projects adjustment.This practice would severely constrain the CORSIA EEUs supply and increase the overall cost to airlines for CORSIA compliance.Developing carbon calculation tools and expanding partnershipsIATA laun

183、ched CO2 Connect in June 2022,with the objective of using member airline data,such as fuel burn,belly cargo and load factors,to provide high-quality per flight passenger CO2 emission calculations.Paired with other IATA and open market data sources,IATA CO2 Connect calculates CO2 emissions for 74 air

184、craft types,representing 98%of the active global passenger fleet,and considers traffic data from 881 aircraft operators representing 93%of global air travel.More than 20 airlines have signed agreements to share their data to contribute to IATA CO2 Connect,including all 13 oneworld alliance airlines.

185、This will further improve the quality and accuracy of the tool,as the percentage of airline-specific fuel burn data used by the calculator will substantially increase.“At least 43 airlines have committed to use some 16.25 billion liters(13 million tonnes)of SAF in 2030,with more agreements being ann

186、ounced regularly.”Sustainability23 IATA Annual Review 2024the revenues of firms that rely on international markets and international transport.International disputes.This happened when the United States requested a Special Joint Committee meeting with the EU Commission under the US-EU Air Transport

187、Agreement in the case of Schiphols airport capacityreduction.Congestion of airports.Restrictions increase operational complexity and uncertainty for airlines,affecting their fleet planning and historical slots,if any,thereby impacting the passenger experience.Therefore,following the Balanced Approac

188、h to aircraft noise management is critical,as it is the most effective and sustainable way to address noise concerns while enabling the growth and development of air transport.Non-CO2 emissionsThe industry and its stakeholders are working to address the impact of non-CO2 emissions on climate change,

189、particularly contrails.In April 2024,IATA called for urgent action to deepen the understanding on the formation and climate impact of aviation contrails to develop effective mitigation measures.The IATA report Aviation Contrails and their Climate Effect:Tackling Uncertainties and Enabling Solutions

190、calls for a strengthening of collaboration between research In March 2024,IATA and the Smart Freight Centre(SFC)announced a partnership to provide consistent and transparent CO2 emissions calculations for air cargo shipments.This is an important step for the global air transport sector to advance it

191、s decarbonization efforts as the two organizations will focus efforts on developing the cargo component of IATAs CO2 Connect offering.The collaboration with the SFC Clean Air Transport Program will promote a common methodology in CO2 emission calculations and ensure accurate and consistent CO2 calcu

192、lations are distributed to the industrys biggest shippers and freight forwarders in air cargo,supporting them with pre-shipment and reporting purposes.A balanced approach to noise reductionNoise remains a significant challenge for the industry.Aircraft movements are increasing and a recent World Hea

193、lth Organization(WHO)report recommended noise limits and announced research into possible links between noise and cardiovascular diseases.Aviation has always taken noise mitigation seriously.To support industry efforts in this area,governments agreed on a clearly defined approach to be applied globa

194、lly,known as the Balanced Approach.It was first adopted by the ICAO Assembly in 2001 and has been reaffirmed subsequently.If the Balanced Approach is not followed,and operating restrictions are imposed without considering the first three pillars,the consequences can include:Reduced connectivity.For

195、passengers,this means an increase in their travel time,their cost,and their inconvenience since there will be fewer flights available.For cargo,reduced connectivity will impact the transport of time-sensitive and perishable goods.Financial implications.Operating restrictions will affect tourism,busi

196、ness,and trade by increasing costs and reducing IATA Annual Review 2024Sustainability24 and technological innovation,coupled with policy frameworks to address aviations non-CO2 emissions through more atmospheric data.The report highlights the complexity of contrail science,noting gaps in the underst

197、anding of how contrails form,or when they could persist,and how they impact the climate.The lack of high-resolution,real-time data on atmospheric conditions,particularly humidity and temperature at cruising altitudes,hinders precise contrailforecasting.Corporate sustainability and airline environmen

198、tal data managementIn April 2024,IATA released the Reassessing Single Use Plastic Products in the Airline Sector report to assist airlines,regulators,and the airline supply chain to mitigate the environmental impacts of single use plastic products(SUPP)and develop,adapt,and implement the solutions b

199、est suited to an aircrafts unique environment.This report provides visibility on the challenges faced by the air transport industry when it comes to SUPP,along with practical recommendations for the industry and its various stakeholders,including regulators.Collaboration across the aviation value ch

200、ain is vital to enable circular economy principles,while seeking a sectoral approach to facilitate the reduction and replacement of SUPP.IATA launched EcoHub,which aims to become the single access point for airline environmental data management,reporting,and compliance.By streamlining processes,EcoH

201、ub empowers airlines to efficiently fulfil their environmental commitments.The platform safeguards airlines environmental data and ensures confidentiality and ownership over it.It additionally offers solutions to complex tasks that require powerful support tools.EcoHub provides two essential modules

202、:CORSIA Center:formerly known as FRED+,a secured platform that supports and facilitates CO2 emissions reporting for aircraft operators and states subject to CORSIA in accordance with ICAO requirements.CO2 Connect:a secured platform designed for airlines to upload their fuel burn and belly cargo perf

203、ormance in support of the IATA CO2 Connect calculator.The data is reviewed before being seamlessly integrated into the CO2 Connect calculator,enabling precise and accurate calculations of passenger CO2 emissions.Sustainability in cargoCargo carriers are significantly engaged in sustainability,driven

204、 by strong demand from both cargo airlines and shippers for SAF utilization.Moreover,an increasing number of partnerships between airlines,freight forwarders,and shippers are emerging to support the use of SAF.A number of cargo companies have also signed purchase agreements with fuel producers for S

205、AF.However,the challenge lies in the limited supply of SAF.As the industry advances towards its goal of achieving net-zero CO2 emissions by 2050,the transparency and availability of CO2 emissions linked with cargo shipments become increasingly important.This transparency is not only poised to become

206、 a regulatory mandate but also is demanded by customers,who are required to report their emissions.In response,IATA is developing CO2 Connect for Cargo,a tool that facilitates the application of a unified methodology across the air cargo value chain for the calculation and reporting of carbon emissi

207、ons.Powered by actual airline operational data and adhering to an industry-approved methodology,CO2 Connect for Cargo will meet the rising demand for transparency in CO2 data.The IATA Environmental Assessment(IEnvA)program for Cargo complements these efforts.Recently expanded to include airports,car

208、go handling facilities,freight forwarders,and ramp handlers,the program now supports 60 organizations within the industry,encompassing airlines,airports,and cargohandlers.Sustainability25 IATA Annual Review 2024SAFETYA record year for aviation safetyIn 2023,aviation had a record year in terms of saf

209、ety,with several parameters indicating“best-ever”results.The year saw the smallest number of fatal accidents,with no scheduled passenger jets involved in hull loss or fatal accidents.Furthermore,2023 also had the lowest fatality risk and all accident rate ever recorded.This achievement is noteworthy

210、 given the 17%increase in aircraft movementsfrom just over 32 million sectors in 2022 to more than 37 million in 2023.A single fatal accident occurred in 2023,on a turboprop aircraft,resulting in 72 fatalities.IATA member airlines and IATA Operational Safety Audit(IOSA)-registered airlines experienc

211、ed no fatal accident in 2023.Safety26 IATA Annual Review 2024Region202320225-year average(2019-2023)Africa0.000.000.28Asia Pacific0.000.000.19Commonwealth of Independent States(CIS)0.001.180.65Europe0.000.160.15Latin America and theCaribbean0.001.430.29Middle East and North Africa0.000.000.00North A

212、merica0.000.000.04North Asia0.000.460.12Global0.000.240.14Region202320225-year average(2019-2023)Africa2.429.405.04Asia Pacific0.870.000.28Commonwealth of Independent States(CIS)0.000.0011.40Europe0.000.000.00Latin America and theCaribbean0.005.641.86Middle East and North Africa0.000.000.00North Ame

213、rica0.000.000.35North Asia0.000.000.00Global0.571.761.212023 by numbers202320225-year average(2019-2023)All accident rate(accidents per one million flights)0.80 (1 accident every 1.26 million flights)1.30 (1 accident every 0.77 million flights)1.19 (1 accident every 0.88 million flights)All accident

214、 rate for IATA member airlines0.77 (1 accident every 1.30 million flights)0.58 (1 accident every 1.72 million flights)0.73 (1 accident every 1.40 million flights)Total accidents304238Fatal accidents 1(0 jet and 1 turboprop)5(1 jet and 4 turboprop)5 Fatalities72158143Fatality risk0.030.110.11IATA mem

215、ber airlines fatalityrisk0.000.020.04Jet hull losses(per one million flights)0.00 (1 major accident every 0.00 million flights)0.24 (1 major accident every 4.11 million flights)0.14 (1 major accident every 4.94 million flights)Turboprop hull losses (per one million flights)0.57 (1 hull loss every 1.

216、76 million flights)1.76 (1 hull loss every 0.57 million flights)1.21 (1 hull loss every 1.03 million flights)Total flights(million)37.732.232.9Jet hull loss rates by region of operator(per 1 million departures)Turboprop hull loss rates by region of operator(per 1 million departures)Safety27 IATA Ann

217、ual Review 2024Regional safety performance The 2023 all accident rate improved compared with 2022 for all regions with the exceptions of North America and Asia Pacific.No regions experienced a jet hull loss in 2023.Asia-Pacific recorded a fatal turboprop hull loss,a loss-of-control accident in Nepal

218、 in January 2023 with 72 fatalities.Consequently,all regions except Asia-Pacific recorded a fatality risk of zero in 2023.The number of turboprop accidents declined in 2023 compared with 2022 but turboprops accounted for the one fatal accident last year with loss of life to all passengers and crew o

219、nboard.Although sectors flown by turboprops represented about 9%of total sectors in 2023,turboprops were involved in 23%of all accidents and responsible for 100%of fatal accidents involving 72 fatalities.All regions showed improvement or no deterioration in the turboprop hull loss rate in 2023 when

220、compared with the five-year average except for Asia-Pacific.Africas turboprop hull loss rate improved in 2023 although it remains high compared with other regions.IATA is working to support Africa with the adoption of safety best practices to reduce the accident and serious incident rate through the

221、 Collaborative Aviation Safety Improvement Program(CASIP),part of IATAs Focus Africa initiative.Through CASIP,IATA is partnering with states to increase the implementation of ICAO Standards and Recommended Practices(SARPs).Only 12 of Africas 54 states meet the new threshold of 75%or greater(from 60%

222、)SARPs implementation,indicating the need for significant improvements.Accident types Challenges persist in critical phases of flight,especially during landing and take-off,with over half of all accidents for the period 2014-2023 occurring during these phases.Factors contributing to these accidents

223、include a range of issues from managing aircraft configuration to aircraft navigation,communicating effectively with air traffic control(ATC),critical functions related to crew resource management(CRM)principles and core competencies.A number of accidents in 2023 were also attributed to non-complian

224、ce with standard operating procedures(SOPs),abnormal runway contact,improper manual handling skills,adverse weather conditions,aircraft malfunction,and lack of monitoring and cross-checking.IOSAIOSA continues to be one of the hallmarks of IATAs activities in the field of safety,having become the glo

225、bally recognized standard for airline operational safety auditing since its inception 20 years ago.IOSA is being adapted into a risk-based audit by tailoring the audit activity to the operators profile and focusing on high-risk areas.In addition to airlines,IOSA is also being used by numerous author

226、ities in their regulatory safety programs.IOSA-registered carriers recorded no hull losses or fatal accidents in 2023.425 operators are on theIOSA registry,including 100 non-IATA members.The all-accident rate for airlines on the IOSA registry in 2023 was 56%better than the rate for non-IOSA airlines

227、.The 2019-2023 average accident rate of IOSA airlines was zero,almost three times better than the non-IOSA average.The 19 accidents involving IOSA members led to neither hull losses nor fatalities.Since 2005,the all-accident rate for airlines on the IOSA registry is almost three times better than fo

228、r non-IOSA airlines.The implementation of global standards improves safety.IOSAs recent transition to a risk-based audit model will contribute to raising the safety bar even higher by focusing on pertinent safety risks while maintaining a baseline of safety.Under Risk-Based IOSA,audits will be tailo

229、red to the airlines individual operating profile and history.Additionally,IOSA is introducing a maturity assessment of the operators safety management system(SMS)and other safety critical programs.As a result,IOSA will become an even more powerful tool to help airlines and regulators to maintain and

230、 improve high levels of safety performance.Safety as a shared responsibility A strong safety culture within the aviation industry is essential for“IOSA continues to be one of the hallmarks of IATAs activities in the field of safety.”Safety28 IATA Annual Review 2024Safety Charter guiding principles1

231、Lead obligation to safety through words and actions.2 Foster safety awareness with employees,the leadership team,and the board.3 Guide the integration of safety into business strategies,processes,and performance measures.4 Create the internal capacity to proactively manage safety and collectively ac

232、hieve organizational safety goals.5 Create an atmosphere of trust,where employees are encouraged and confident to report safety-related information.6 Establish a working environment in which clear expectations of acceptable and unacceptable behaviors are communicated and understood.7 Create an envir

233、onment where all employees feel responsibility for safety.8 Regularly assess and improve the organizational safety culture.Encouraging States to provide timely,comprehensive and public accident reports:An IATA analysis of accident investigations from 2018 to 2022 showed that just over half are publi

234、shed as prescribed by the Chicago Convention.The current shortfall in compliance prevents the aviation industrys various stakeholders from accessing vital information that could significantly improve flight safety.IATA is working with States through the ICAO Accident Investigation Group(AIGP)to unde

235、rstand why accidents are not reported in accordance with ICAO Annex 13.To support this initiative,a five-point accident investigation roadmap has been developed by the IATA Safety Group for States so they have a clearer understanding of how they can best fulfill their obligations under ICAO Annex 13

236、.Other 2023 priorities Reducing operational risk is a key priority for the industry.Specific activities include:Loss of Control In-flight(LOC-I):Although accidents involving LOC-I are low in numbers,they are the leading cause of fatalities in commercial aviation.This was the cause of the sole accide

237、nt in 2023.Upset Prevention and Recovery Training(UPRT)is an essential mitigation measure to address and reduce LOC-I continuous improvement in all aspects of operations.Creating an environment that encourages the transparent and timely reporting of incidents and accidents is essential to be able to

238、 identify systemic issues and prevent future occurrences.IATA is actively working on two fronts to bolster this effort:Enhancing airline safety culture:In 2023,IATA introduced The Safety Leadership Charter,designed to reinforce organizational safety culture through airline executives committing to t

239、he eight IATA safety leadership principles.As of June 2024,more than 70 airlines have signed the charter.Safety29 IATA Annual Review 2024accidents.Recognizing the severity of LOC-I,IATA is advocating to ensure regulators and the industry consistently implement ICAO UPRT provisions and IATA best prac

240、tices.IATA is dedicated to fostering initiatives and taking innovative approaches to address the unique challenges associated with LOC-I accidents and further reducing the fatality risk in this critical accident category.Controlled Flight into Terrain(CFIT):There were no Controlled Flight into Terra

241、in(CFIT)accidents in 2023.When they occur,however,CFIT accidents account for a substantial number of fatalities.Between 2017 and 2021,six CFIT accidents resulted in 108 fatalities.Ensuring the Ground Proximity Warning System(GPWS)database of obstacles is accurate and remains updated is an IATA prior

242、ity.The integration of the IOSA recommended practice FLT 4.2.7 into the IOSA Standard Manual edition 16 underscores the importance of routinely verifying the accuracy of the Enhanced Ground Proximity Warning System(EGPWS)database.Runway Safety:The implementation of proactive measures to prevent runw

243、ay safety remains a top priority for IATA.This effort resulted in conducting a safety risk assessment(SAR)that serves as a resource to assist IATA members in determining if their safety controls are effective.The outcome of the SAR led to a series of recommendations,including an update on tail strik

244、e mitigation measures.Efforts are also underway to identify and categorize high-risk unstable approaches.Traffic Collision Avoidance System Resolution Advisory(TCAS RA)Measurement Enhancement:A focus on TCAS RA events includes identifying hot spot areas with frequent TCAS RA activities,using the Fli

245、ght Data Exchange(FDX)platform and intelligence from industry airline groups to formulate region-specific action plans.These action plans aim to address and mitigate TCAS RA events,taking into account unique operational factors and challenges in different parts of the world.Together with EuroControl

246、,IATA is working to add new ways to measure and track how pilots respond to TCAS alerts.This effort is part of a larger goal to improve safety and reduce the risk of mid-air collision.“An IATA analysis of accident investigations from 2018 to 2022 showed that just over half are published as prescribe

247、d by the Chicago Convention.”Safety30 IATA Annual Review 2024Global Navigation Satellite Systems(GNSS)Radio Frequency Interference(RFI)Incidents of GNSS jamming and spoofing have been increasingly undermining the reliability of position,navigation,and timing(PNT)services,particularly in Eastern Euro

248、pe and the Middle East,with similar issues reported globally.Such incidents can pose a threat to aviation safety and operational integrity.To counter this,the industry needs:Data collection and sharing:Coordinated efforts are crucial for collecting and sharing GNSS safety-related data.This approach

249、enhances situational awareness and response strategies.Guidance and procedures:Aircraft manufacturers should provide universal guidelines on handling GNSS incidents.This ensures uniform responses across the aviation sector.Retention of traditional navigation systems:To counter GNSS disruptions,maint

250、aining a minimal operating network(MON)of legacy navigation systems is essential.They provide a reliable backup,ensuring ongoing operations and safety.IATA member airlines contribute to the determination of the MON in each region via an online survey.Effective mitigation requires the active collabor

251、ation and engagement of all stakeholders.This includes regulatory bodies,industry associations,and aviation operators.To support airlines,IATA has been collaborating on this topic with industry stakeholders such as the European Union Aviation Safety Agency(EASA),International Coordinating Council of

252、 Aerospace Industries Associations(ICCAIA)the International Federation of Air Traffic Controllers Associations(IFATCA)and the International Federation of Air Line Pilots Associations(IFALPA).This advocacy led to a resolution under the International Telecommunication Union(ITU),emphasizing the import

253、ance of protecting the radio spectrum for GNSS operations.Protection of aircraft radio altimeters from interference Protection of civil aviation radio spectrum allocations and aircraft safety systems remains high on IATAs safety agenda.The rollout of C-band spectrum 5G services in the United States

254、created enormous disruption to aviation,owing to the potential risk of interference with radio altimeters that are critical to aircraft landing and safety systems.Accepting that spectrum allocations and transmission characteristics for 5G services are not the same in each country,several states have

255、 successfully managed to meet the current requirements of 5G service providers while implementing necessary mitigations to preserve aviation safety and ensure uninterrupted services.As countries issue additional 5G licenses to telecom companies,IATA has called on governments,before deciding on any n

256、ew spectrum allocations or conducting further spectrum auctions,to ensure coordination and mutual understanding between national spectrum and aviation safety regulators.This is to guarantee that each new frequency allocation or assignment is comprehensively studied and proven not to adversely impact

257、 aviation safety and efficiency.Robust testing,in coordination with aviation experts,is critically important in providing the necessary information,even more so as 6G standards are currently being defined.IATA recognizes the importance of making spectrum available to support new high-speed telecommu

258、nications services.However,maintaining the current levels of safety for passengers,flight crews,and aircraft is crucial for aviation.31 IATA Annual Review 2024SafetyPASSENGER EXPERIENCEThe end-to-end digital passenger journeyOne ID and Contactless Travel continued to transform the passenger journey

259、into a more seamless experience using the capabilities of process digitalization.A successful end-to-end digital identity proof of concept was carried out with British Airways on the route between London Heathrow(LHR)and Rome Fiumicino(FCO),putting digital identity technologies and their interoperab

260、ility to the test.The journey illustrated the potential of a future fully integrated digital travel experience using digital ID and biometrics not only for travel processes but also the shopping experience of travel planning.Utilizing digital identity in retail and service delivery is a key capabili

261、ty that will enhance IATAs Modern Airline Retailing program.The advantages of this new way to travel are broad:Passengers benefit from a modern,seamless,contactless experience with enhanced privacy and reduced airport waiting times.Airlines improve efficiency,save on costs,receive better data qualit

262、y,and reduce the number of passengers who are refused entry and associated immigration penalties.Airports reduce queues,optimize space,and enhance their operational efficiency.Governments improve their border security and facilitation,using advanced tools to combat cross-border criminal activities.P

263、assenger Experience32 IATA Annual Review 2024partners through distribution messages were tested in 2023.At the beginning of 2024,the process of onboarding business partners using digital identity for instant verification was standardized and piloted.Additionally,the capability to issue digital crede

264、ntials to airline distribution partners was also tested.Understanding digital identityDigital identity is key to One ID.It is a collection of electronic characteristics and credentials,including both biographic and biometric information,that uniquely identify an individual.Given their global operati

265、ons,airlines must comply with privacy laws and regulations across different jurisdictions.IATAs One ID standards prioritize privacy through core principles that safeguard passenger data.These principles cover:Ownership and consent:Passengers retain full ownership of their data,providing consent to s

266、hare their digital identity for travel purposes only with relevant parties,ensuring only necessary data is requested.Opt-In for sharing:Travelers can voluntarily share digital identity information for a seamless,biometric-enabled journey.Right to opt-out:Passengers can withdraw from biometric proces

267、ses at any time,choosing manual processing if they prefer traditional methods.Peer to peer data transfer:Data control remains with passengers,allowing for direct peer-to-peer data sharing without intermediaries.Need to know basis:Information is shared strictly when necessary.Governments may receive

268、detailed information for official purposes,and airlines only get basic confirmation,ensuring passengers privacy and control over their data.Global interoperability:Industry standards are being developed to ensure compatibility with global,regional,and national digital travel or identity initiatives,

269、such as the ICAO Digital Travel Credential(DTC),and the EU Digital Identity Wallet.Setting standards Global standards are key in offering a seamless experience to travelers.These include:One ID Standards One ID focuses on the digitalization of admissibility and contactless travel.Both aim to move pr

270、ocesses offsite,allowing passengers to seamlessly move through the airport.The goal is for travelers to arrive at the airport ready to fly,having completed all document checks in advance.They can head directly to bag drop and boarding gates without needing to interact with an agent.Digitalization of

271、 admissibility will simplify the verification of passenger documents by enabling travelers to digitally prepare,store,and remotely verify documents such as passports and visas.The initiative ensures that passengers comply with destination requirements before reaching the airport.This streamlines the

272、 travel process,enhances security,and improves adherence to international regulations.Contactless travel will enable passengers to share their biometric data and travel details in advance for smooth passage through airport checkpoints without physical contact.This will eliminate queues and reduce wa

273、iting times.The recommended practices for digitalization of admissibility and contactless travel have been published and the technical standards supporting these were tested in the 2023 end-to-end digital identity proof of concept.A Recommended Practice for Biometric Handling is scheduled for comple

274、tion in 2024.Standards for digital identity for value chain partners in distribution Standards for airlines to verify the identities of their 33 IATA Annual Review 2024Passenger ExperienceStep 1Passengers digitally prepare and store essential travel documents.Step 2Documents are shared with the auth

275、orities of the destination countries for pre-travel approval,with notifications stored in digital identity wallets.Step 3Passengers verify their admissibility with airlines through digital identity wallets,confirming they are ready to fly.Step 4When a contactless process is available at the airport,

276、the passenger is offered that experience.The passenger can choose to share their biometric face image and journey details with the party responsible for the contactless process in that location.Steps 5-8Biometric data enables passengers to navigate airports without physical document checks for bag d

277、rop,security,border control,and boarding.Eight steps of the future passenger journey1Preparation for trip2Get approval3Ready to fly4Share face image5Bag drop6Security check7Border control*8BoardingTravel documentsApproval to travel notificationGovernmentAirlineApproval to travel notificationConfirma

278、tion of readiness to travelLive biometric face imageJourney detailsContactless process preparedAirline/Airport*Border control is out of One ID standards scope and passengers may be required to show their physical passport by the authorityDigitization of admissibiltyContactless travelPassenger Experi

279、ence34 IATA Annual Review 2024Infrastructure35 IATA Annual Review 2024INFRASTRUCTURE&CHARGESAdvocating for fit-for-purpose airport developmentAirlines are pivotal in providing essential connectivity for passengers and freight,playing a significant role in economic growth at local,regional,and nation

280、al levels.Airports provide essential infrastructure and services that facilitate air transport on the ground while Air Navigation Service Providers(ANSP)manage airspace infrastructure.It is crucial that both these service providers in the aviation value chain operate efficiently and cost-effectively

281、,in order to sustain the development of air transport and the broader economy.However,the situation in 2023 fell short of this ideal.Post-pandemic,a number of airports and ANSPs are exploiting their market power in novel ways.Providers are trying to have airlines pay for losses they incurred from 20

282、20-2022.Infrastructure36 IATA Annual Review 2024 Heightened political pressure regarding environmental concerns,particularly in Europe,is driving a push towards basing charges on CO2 emissions,noise,and other emissions.Providers justifying price increases by citing inflation without demonstrating ef

283、forts to offset these costs through efficiency improvements.Given the monopoly or near-monopoly status of most infrastructure providers,robust oversight by governments and regulators remains essential to prevent unjustified developments and charge impositions.Charges for infrastructure and ANSP shou

284、ld be fair,justified,and reflective of the value offered to airlines and passengers.Economic regulation fostering transparency,consultation,and efficiency is key to enhancing cost-effectiveness atairports.In 2023,IATA engaged with over 80 airports and ANSPs,working alongside members airlines against

285、 unjust charges.Despite these efforts,challenges persist,underscoring the ongoing need for vigilant oversight and advocacy.Airport developmentThe necessity for further infrastructure development is clear,yet any significant investment must be supported by a solid business case and extensive consulta

286、tion with the airlines that finance such developments.Ensuring that infrastructure development aligns with airline growth projections and operational needs is vital.Over development leads to inefficiencies,increased costs,and potentially diminished air travel demand,undermining investment rationales

287、.Early and mandated airline consultation is crucial to ensure cost-effective capital investments and alignment with airline requirements.With over$2 trillion forecasted for global airport development in the next two decadesover half in the Asia Pacific regionthe industry faces structural challenges

288、such as regulatory inefficiencies,lack of transparency,inadequate airline consultation,construction price inflation,and potentially unnecessary sustainability investments.Containing these costs while ensuring value necessitates expertise and experience.IATAs increasing role in representing airline i

289、nterests in consultations on infrastructure development is indicative of this need.To support effective infrastructure development,IATA has developed guidance materials and training resources,including:The Airport Development Reference Manual,a widely-used guide by airports,planners,and regulators,t

290、he upcoming 13th edition contentwill cover updates regarding sustainability,new technologies,passenger service levels,and more.The Airport Investments to Reduce Carbon Emissions(AIM)framework,assisting in evaluating the necessity and efficiency of infrastructure investments aimed at achieving carbon

291、 neutrality,potentially funded through aeronautical charges.ICAO eEgagementIATAs engagement with the International Civil Aviation Organization(ICAO)is critical in setting policies related to charges.Despite challenges,IATA has successfully upheld the core provisions of ICAOs 9082,countering pressure

292、s from various stakeholders to weaken its effectiveness.Ongoing engagement with ICAO throughout 2024 will ensure airline perspectives are considered when new policy is being considered.The development of airport design and operations infrastructure standards and practices,including new guidance on a

293、irport master planning,obstacle limitation surfaces,and the integration of electric and hydrogeninfrastructure.37 IATA Annual Review 2024InfrastructureREGIONAL OVERVIEWThe AmericasSuccess stories or major challengesNav Canada service fee reduction to yield$50 million savings per year.Denmark and Ice

294、land overflight fee reduction by 26%and 42%respectively for every 100 km unitRevenue cap model in Brazil to reduce airport costs in Brazil yielding savings of$800,000 between 2023 and 2024.Costa Rica(SJO)10-year contract extension reduces charges by 14%Peak pricing plan by Toronto Airport postponed.

295、Airport developmentLack of regulated consultation on capital expenditure on airport projects,apart from Brazil(some airports),Canada and the UnitedStates.REGIONAL OVERVIEWEuropeAirport chargesWith a new European Commission in 2024,there are discussions regarding a package of EU measures including po

296、tential revision of the Airport Charges Directive.Several European airports,such as the VINCI Airports group are introducing various charges or modulations related to CO2 or SAF.IATA is pushing for overall reductions rather than targeted incentives and demonstrating that modulations have little to n

297、o effect.ANSP charges2024 has seen movement on the Single European Sky(SES)II+package,where unfortunately States have agreed to a watered-down version of IATA proposals.The dilution of the SES initiatives goals may lead to higher operational costs for ANSPs due to inefficiencies,continued fragmentat

298、ion,delayed technological upgrades,and unmet investment returns.These factors can contribute to an increase in ANSP charges,affecting the cost of air travel and the competitiveness of the European aviation sector.Airport developmentMany airports are ramping up“green investment”either in aeronautical

299、 facilities such as PCA or FEGP or non-aeronautical ones such as solar panels.IATA is encouraging consultation on investments.Success stories or major challengesHalf of planned price increase avoided at Bucharest Airport.Prenotification surcharge avoided and removal of CO2 modulation charges at Lisb

300、on Airport Airport chargesConcession contracts that adjust airport charges based on inflation remain an issue.Moreover crown rents at Canadian airports elevate airlines operational costs.ANSP chargesMany regional ANSPs raising charges due to inflation.However,higher-than-expected operational levels

301、have led to some reductions for 2024,notably with DENICE and Nav Canada.Consultation processes with DECEA and BANSA are being encouraged.Efforts are underway to minimize the discrepancy between domestic and international flight charges in Ecuador and Argentina.REGIONAL OVERVIEWMiddle-East&North Afri

302、caSuccess stories or major challengesIn Egypt,IATAs engagement with the Ministry of Transportation resulted in a revised approach to the privatization of the countries airports,ensuring the protection of airline interests.Similarly,in Saudi Arabia,IATAs intervention has led to the introduction of on

303、e of the regions first economic frameworks for the regulation of airports.Airport developmentMajor expansion projects have been announced in several key countries,including Saudi Arabia,the United Arab Emirates,Egypt,Morocco,and Tunisia.Although CAPEX expenditures are subsidized by governments in ma

304、ny of these countries,there remains a risk that overspending could result in higher charges in the future or infrastructure that fails to meet the needs of airlines.IATA has proactively engaged with governments to emphasize the importance of consulting airlines before finalizing plans.Airport charge

305、sMost airports have no formal economic regulation and charges are simply announced by the government.Most advocacy work on this topic was done with Saudi Arabia,the United Arab Emirates,and Egypt.ANSP chargesMany Air Navigation Service Providers(ANSPs)operate without formal economic oversight,with c

306、harge rates unilaterally set by governments.IATA launched significant campaigns in countries such as Egypt,the United Arab Emirates,Qatar,Saudi Arabia,Iraq,and Jordan.REGIONAL OVERVIEWAfricaSuccess stories or major challengesSouth Africas Ministry of Transport approved a lower rate increase than ori

307、ginally request by Airports Company South Africa(ACSA)for 2024-2028.Approved tariffs are about ZAR1.6 billion or 10%lower thanproposed.Liberias proposed security fee postponed.Malawi plans a 67%cut in its Airport Development FeeSierra Leone has agreed an 18-month delay on new fees12-month postponeme

308、nt of security fee hikes in South Sudan.Airport developmentAirport charges are being expanded and raised without user consultation.Significant investments in airport infrastructure,notably in South Africa,are underway.Additionally,IATA is assisting the governments of Ethiopia and Madagascar with air

309、port development and aiding Nigeria in enhancing airport services andoperations.Airport chargesInconsistent interpretations of ICAO policies by African states leads to challenges,including a lack of effective economic oversight.ANSP chargesCollaboration with regional aviation authorities such as ATN

310、S,ASECNA,and Roberts FIR on ATM modernization.Through Technical Panels,it influences ANS fee decisions,successfully halting a number of planned increases.Simultaneously,IATA challenges overflight permit fees that violate the ICAO Chicago Convention,advocating for fee removal with ASECNA and clearer

311、ICAO regulations,achieving success in eliminating non-compliant charges.Infrastructure38 IATA Annual Review 2024Infrastructure39 IATA Annual Review 2024REGIONAL OVERVIEWAsia-PacificAirport developmentMany airports,particularly those in mainland China,are currently undergoing expansion and reconstruc

312、tion.This growth is supported by government subsidies to capital expenditure(CAPEX).There is a notable lack of transparency in engaging with users and stakeholders,underscoring the necessity for increased involvement from theindustry.Airport chargesAirport charges schemes have remained stable in the

313、 region in 2023 and at this stage there are no significant increases foreseen in 2024.There is engagement with Chinese Authorities regarding putting the Passenger Service Charge(PSC)on the ticket as China is one of the few countries where this common practice is not applied,allowing passengers to se

314、e passenger-based charges included in fares.ANSP chargesChina has implemented a centralized Air Traffic Flow Management(ATFM)system to enhance airspace accessibility and flexibility.In March 2024,the Civil Aviation Administration of China(CAAC)published new“Conduct Rules for ANS Charges”to align wit

315、h ICAO Document 9082 policies.In Chinese Taipei,discussions are ongoing with the Civil Aviation Administration)regarding a proposed increase in Air Navigation Services(ANS)charges for overflights in 2024.Success stories or major challengesIATA is working with Airport Consultative Committees(ACCs),wh

316、ich include airline representatives to foster effective engagement.Major campaigns include initiatives at PKX(Beijing Daxing International Airport),PVG(Shanghai Pudong International Airport),and HKG(Hong Kong International Airport)REGIONAL OVERVIEWNorth AsiaAirport developmentThe region is experienc

317、ing rapid infrastructure growth,with numerous greenfield airports and expansion projects underway.Engagement with airport operators and authorities to ensure a structured consultation process and improved project governance is vital.Airport chargesInvolvement in regulatory reviews in Australia,New Z

318、ealand,and India will improve service quality monitoring and airport financialtransparency.IATA also pressed for cost discipline and curbing airport charge increases.Peak pricing postponement was achieved at Narita International Airport(NRT),and Ngurah Rai International Airport(DPS),the introduction

319、 of airport loss recovery charges in Malaysia was prevented,and ae noise charge scheme in South Korea was revised.ANSP chargesThere are expected charges increase by many ANSPs between 2023 and 2025,often implemented unilaterally.,with consultation being a rarity.Ensuring consultation is a priority f

320、or IATA.Additionally,many ASPAC States,apart from Australia and New Zealand,typically do not adhere to ICAO Doc 9082 and its recommendations concerning charges.IATA advocates for greater transparency,consultations,and the creation of economic regulations whereabsent.In India and Pakistan,navigating

321、ANSP billing poses uniquechallenges.Success stories or major challengesCollaboration with local Airline Operators Committees and national task forces helped boost airport capacity and optimize operations before the post-pandemic traffic rise.This collaborative approach has kept airport congestion in

322、 the region manageable,and generally less severe than in other areas.REGULATION&TAXESAirport slots require global coordinationSlot Regulation exists to help manage insufficient airport capacity.In such cases,the World Airport Slot Guidelines(WASG)ensure that capacity is managed fairly,transparently,

323、and efficiently.In 2023,the Worldwide Airport Slot Board(WASB)continued to refine the WASG,for example with the inclusion of an update on the provision of slots data to airports by coordinators.This assists with planning and efficiency efforts.It will further support managing scarce airport capacity

324、 in a fair and transparent manner,balancing the needs of competition and access with consistent and reliable schedules for airlines and their passengers.WASG can only work to maximum efficiency if implemented globally.IATA and its members advocate continuously with governments for closer WASG alignm

325、ent.Particular efforts are being made in Australia,China,and Saudi Arabia and in response to the EU Slot Impact Assessment.In March 2024,IATA coordinated industry responses to a slot consultation in the United Kingdom.The twice-annual IATA Slot Conference,which returned to pre-pandemic levels of att

326、endance,were also valuable advocacy opportunities for carriers to meet with representatives from civil aviation authorities and transport ministries worldwide.Key industry 40 IATA Annual Review 2024Regulation&Taxesexperts at the June 2023 Dublin slot conference were interviewed as part of a video do

327、cumentary on the slot system,which was distributed to a wide audience via IATAs social media channels and Airlines magazine.Threatened capacity cuts will cause havoc with global slot coordinationThe most significant threat to the efficient implementation of the WASG in 2023 was at Amsterdam Schiphol

328、 Airport.In response to noise concerns,the government announced a unilateral reduction in movements at Schiphol from a theoretical limit of 500,000 flights to 460,000 for the summer 2024 season,with a further cut to 440,000 planned beyond that.The industry reacted strongly,as the proposed cuts would

329、 significantly impact slot allocation and grandfather rights.The governments precipitate action was held to be in breach of the Balanced Approach to aircraft noise agreed by governments though the International Civil Aviation Organization(ICAO)in 2001.The Balanced Approach is a system for tackling l

330、ocal noise concerns while preserving airport operations and the benefits of growing air connectivity.It is enshrined in EU law and bilateral air agreements entered into by the Netherlands,and specifically holds that operational restrictions,such as reducing flights,can only be introduced after a num

331、ber of other mitigating steps have been considered.After a major legal intervention by IATA and multiple airlines,plus the Airlines for America association,and representations by the United States and European Commission,among others,the Dutch Government agreed to return to the previous traffic limi

332、ts at Schiphol.The immediate benefit of this climbdown was evidenced in the restoration of slots for the airline JetBlue,increasing choice for consumers on the transatlantic market.The future of Schiphols capacity remains uncertain,however.The Dutch courts have not yet given their final verdict on t

333、he legality of the governments plan,which in theory could be reinstated.Moreover,capacity reductions are also being proposed or have already been implemented at Brussels,Mexico City,Santos Dumont Airport in Rio de Janeiro,and in Dublin,where night flight caps and passenger limits have been suggested.The industry“Slot regulations manage scarce airport capacity in an efficient,fair,and transparent m