Abstract
Abstract The experience of developed countries shows that airport managers seek to increase their profitability, while regulatory agencies aim to guarantee quality, investments and fair charges. This study presents an application of the Tornqvist Index and the markup pricing method to find the market price opportunity for airfares and one of the specific objectives is to present a methodology for comparing the financial results of airports based on ANAC Resolution No. 350/14, which allows a 100% increase in aeronautical charges concerning the tariff ceiling. To predict passenger demand with new airport fares, the least-squares method was used based on empirical equations and the concept of elasticity. The scenario used was the Campinas / Viracopos Airport from January 2014 to March 2017. The results showed that it is possible to increase the price of the domestic aeronautical charges and the revenue from the airport, with the counterpoint of falling demand. This method, based on cost and market opportunity, but on which the financial statement should be audited, is shown to be promising to increase airport revenue.
Highlights
A national aviation system must be able to have intermodality, establish responsibilities among its agents, regulate operations and establish policies that foster its development (TRB, 2010)
The objective of this study is to develop a model of pricing of aeronautical tariff based on airport costs, in addition to providing information to review the non-cost-based pricing, to compare fare values after the application of the markup method and to verify the impacts of changes in fare prices on passenger demand and airport revenue and the influence of demand within the margin of extrapolation d and 100% of the tariff ceiling
The result of the average elasticity is greater and approximately equal to 1, and the average price found for the domestic boarding fee is R$48.62, 2.5 times higher than the average established by Aviation Agency (ANAC) which is R$19.10
Summary
A national aviation system must be able to have intermodality, establish responsibilities among its agents, regulate operations and establish policies that foster its development (TRB, 2010). All transportation activities generate revenue and costs which, inserted in a market, must remunerate the capital invested by shareholders and produce value for the company. In Brazil, from 2011 to 2017, five rounds of airport concessions were made, from three government programs. The same period was marked by the applicability of two types of tariff regulations and the repeal of the Airport Tariff Additional Law, both to increase airport revenue, whose sources of revenue depend on the laws and regulations of each country. State-owned companies, such as the Brazilian Airport Infrastructure Company (INFRAERO), can use the Union's resources to cover financial deficits but, in other countries, market risks are from the airport administrator herself (Vojvodic, 2008). According to Tadeu (2011), the ideal is that airports can be financially self-reliant
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