《Amadeus&ALTA：2024拉丁美洲和加勒比地區航空運輸競爭力指數報告（英文版）（103頁）.pdf》由會員分享，可在線閱讀，更多相關《Amadeus&ALTA：2024拉丁美洲和加勒比地區航空運輸競爭力指數報告（英文版）（103頁）.pdf（103頁珍藏版）》請在三個皮匠報告上搜索。

1、Air Transport Competitivity Index in Latin America and the CaribbeanSTART HERECONTENTS Introduction.3Historical traffic growth and future perspectives.4Objective,scope,and methodology.6Pillars of the index.7Main results.8Pillar 1:Operating costs.91.1 Fuel costs.111.2 Overflight costs.121.3 Turnaroun

2、d costs.13Pillar 2:Infrastructure quality .142.1 Airport congestion.192.2 Non-Remote Parking Positions.202.3 Punctuality.212.4 Airport quality.22Pillar 3:Taxes and fees for passengers.243.1 International TUA .273.2 Other fares and international taxes.293.3 Arrival taxes and fees.303.4 Sales and othe

3、r taxes.31Pillar 4:Sustainability.334.1 SAF Policies .374.2 SAF Refineries .384.3 Average age of fleets.394.4 Eligible offset projects for CORSIA.40Pillar 5:Willingness to travel.415.1 GDP per capita,PPP(constant 2017 International USD).435.2 Age dependency ratio.445.3 Urbanization rate.45Pillar 6:I

4、nternational openness and liberalization.466.1 Visa openness.486.2 Henley Passport Index.496.3 Air Service Agreements.50Pillar 7:International connectivity.527.1 Connectivity index.54Annex 1:Country profiles 63Annex 2:Availability of Non-Remote Parking Positionsand Fleet Mix(Selected Airports).84Ann

5、ex 3:International connectivity.91Annex 3.1:Interregional connectivity.100INTRODUCTIONWe are convinced that travel is a powerful tool for development.Air travel brings families together,enables companies to reach new markets,contributes to personal growth,and accelerates trade.It provides direct,ind

6、irect,and induced employment to millions of people and,by connecting remote and urban areas,travel fosters social mobility,inclusion and accessibility to essential services and cultural exchange.In a region as rich and diverse as Latin America and the Caribbean,travel is not just an option,it is an

7、essential service,and millions of people from all walks of life will benefit if travel continues to grow.It is no wonder that Latin America and the Caribbean are among the fastest growing regions in the world for air travel.More than 70%of tourists arriving in the region arrive by air,and in the dec

8、ade before the pandemic,increased tourism activity,infrastructure investments and new air routes contributed to passenger numbers growing at a rate of 5.6%per year.The pandemic caused a drastic stop,but the aviation industry in Latin America and the Caribbean has recovered to 2019 levels and has eve

9、n resumed a growth path despite adversity:an estimated 306 million passengers flew with Latin American airlines in 2023,according to ALTA estimates based on data from Amadeus Travel Intelligence Market Insight.In fact,Latin America and the Caribbean have outperformed all other regions with the highe

10、st passenger recovery worldwide,an impressive achievement considering it received no financial assistance during the pandemic.So,what are the conditions that can foster further growth in air travel?How can Latin American and Caribbean countries make the most of these opportunities?And how can the tr

11、avel industry find a path to growth that is truly sustainable,cooperative,and fair,so that all Latin American and Caribbean citizens,and their local,national,and regional economies can benefit from it?Since 2019,ALTA(Latin American and Caribbean Air Transport Association)and Amadeus have partnered t

12、o answer these questions with the Latin American and Caribbean Air Transport Competitiveness Index.To make the best decisions,industry stakeholders,policy makers and industry leaders need access to the best and latest industry data and analysis.Our Competitiveness Index was designed with this in min

13、d.By providing a detailed view of the strengths,challenges and opportunities of the Latin American and Caribbean air transport industry,Amadeus and ALTA aim to provide the information regional leaders need to design strategies that orchestrate a successful and sustainable path for growth,increased c

14、ollaboration,and improved competitiveness.Ultimately,we believe that if more people can make use of air travel,the countries and citizens of the region will benefit from the income and jobs generated directly and indirectly by the tourism industry.To that end,this report outlines steps that can be t

15、aken to generate more attractive conditions to attract investment and facilitate tourism.While this report delves into a lot of data on the influence of all sorts of factors,from infrastructure to fuel prices,airport quality,passenger taxes,ground transportation,etc.,there are some overarching theme

16、s that we know have a major influence on the success of the tourism industry,not only in Latin America and the Caribbean,but around the world:Collaboration:The potential of aviation and the travel and tourism industry should be recognized by local and regional governments.It is essential that it be

17、considered as part of State Agendas to foster appropriate contexts for development.Collaboration will help to enhance these efforts more quickly and efficiently.Technology as an enabler:The transformative power of technology will continue to have a dramatic impact on the success and growth of aviati

18、on in the region.Technology and innovation can enhance safety,improve sustainability,increase efficiency,and improve the overall passenger experience.With travel-centric retail,technology cannot be overlooked as an essential tool for the growth and prosperity of the travel industry in Latin America

19、and beyond.Amadeus and ALTA firmly believe that the travel industry is a positive force.By working together and sharing this data and our findings with all our industry partners,we hope to contribute to a future in which the travel industry brings development and prosperity to all,while fostering so

20、cial inclusion,diversity,and sustainability.We look forward to hearing your views,Jos Ricardo BotelhoExecutive Director and CEO of ALTA Victoria GorzioVice President Airlines Latin America,AmadeusHistoric traffic growth and prospects Economic growth:Air transport enables companies to reach new marke

21、ts,enhances the tourism industry and accelerates trade.Employment and skills development:Provides direct and indirect employment,fostering skills and expertise in diverse fields such as engineering,logistics and customer service.Social cohesion and accessibility:By connecting remote and urban areas,

22、air transport fosters social inclusion,accessibility to essential services and cultural exchange.The air transport industry in Latin America and the Caribbean(LAC)is a fundamental pillar of the regions economic vitality and social progress,not only facilitating the movement of goods and people,but a

23、lso serving as a catalyst for investment and international cooperation.The contribution of air transport to Latin America goes beyond connectivity.It is a tool for economic growth and social development,and the sectors importance can be understood through several key dimensions:Innovation and invest

24、ment:The continuing need for technological advances drives innovation and attracts investment in research,development,and infrastructure.Environmental leadership:The industrys focus on sustainability offers a model for balancing growth with environmental responsibility.050100150200250300350197019711

25、972197319741975197619771978197919801981198219831984198519861987198819891990199119921993199419951996199719981999200020012002200320042005200620072008200920102011201220132014201520162017201820192020202120222023Passengers(millions)Passengers carried in LAC(LAC-based airlines)CAGR by decade:1970-1980:11.

26、3%1980-1989:1.3%1990-1999:3.7%2000-2009:3.8%2010-2019:5.6%2023-2024 Estimated:4.5%-5.5%Source:ALTA AnalysisThe growth of the air transport sector in Latin America and the Caribbean(LAC)over the last fifty years has reflected the regions changing circumstances.In the 1970s,passenger numbers increased

27、 at a compound annual growth rate(CAGR)of 11.3%due to political transitions to democracies,which boosted trade and investment.The 1980s,often referred to as the Lost Decade,witnessed stagnation,with modest passenger growth of 1.3%annually due to economic problems,high inflation,and debt.The 1990s re

28、vitalized the sector and passenger numbers rose from 65.2 million to 93.6 million.Economic reforms,the emergence of new airlines,the tourism boom and investments in aviation infrastructure were the main drivers.Technological advances in this decade played a transformative role.The introduction of co

29、mputerized reservation systems streamlined ticketing processes,allowing airlines to reach a wider audience and simplify bookings.In addition,the emergence of digital communication tools and the Internet began to reshape the way airlines interacted with their passengers and managed their operations.T

30、here were challenges,such as the financial crisis of 2007-2008,but they were effectively overcome.Between 2010 and 2019,the number of passengers grew from 178.4 million to 305.1 million,an annual growth of 5.6%.Increased tourism activity,infrastructure investments and new air routes drove this growt

31、h.However,2020 was a difficult year due to COVID-19,which caused a decline to 121 million passengers.However,thanks to the resilience of airlines and government collaboration on security measures,the industry demonstrated resilience,paving the way for a rapid recovery.Today,the aviation sector in La

32、tin America has fully recovered to pre-pandemic levels,with an estimated 306 million passengers carried by LAC airlines by the end of 2023,according to ALTA estimates.An analysis of the data reveals significant room for growth;current per capita travel stands at 0.6,representing a significant growth

33、 opportunity in the region.For sustainable expansion,it is imperative that countries streamline policies and frameworks,fostering a more competitive landscape for industry.Upon conclusion of this historical review,the importance of this Competitiveness Report is evident.Through a detailed assessment

34、 of the seven identified pillars,this study provides a holistic perspective of the strengths and vulnerabilities of the Latin American and Caribbean aviation sectors.It is vital to identify areas of excellence and potential improvement.Armed with this analysis,countries can formulate specific strate

35、gies,capitalize on their strong points,and strengthen areas of concern.This in-depth knowledge will contribute to a stronger and more resilient air transport landscape in the region.Scoring system:Countries receive scores between 0 and 1 for each pillar.A score of 1 indicates the best performance,wh

36、ile 0 is the lowest.The final country score is the weighted average of all pillars.Normalization:Scores are adjusted to the range 0-1.For most metrics,higher values get scores close to 1.But for factors where less is better,such as fuel price,lower values get higher scores.Thus,the scores for the di

37、fferent pillars are consistent and directly comparable.When there are multiple data points for the same pillar(such as fuel price,which differs between airports in the same country),a country-specific value was calculated using a weighted average based on the number of passengers each airport handle

38、s relative to the total number of passengers.Objective,scope,and methodologyData collection:Data is sourced from reliable industry reports,official databases and specific ALTA and Amadeus calculations.The Amadeus Travel Intelligence Market Insight platform,in particular the Schedule Analytics and Tr

39、affic Analytics modules,were the main sources of traffic and capacity related data.Weighting of the pillars:Each pillar and sub-pillar is weighted according to its importance for the competitiveness of the air transport sector.In assessing the competitiveness of aviation in Latin America and the Car

40、ibbean,greater relevance has been given to the first three pillars:air infrastructure,operating costs,and fees and taxes.The emphasis on these pillars is justified by the ability of a robust air infrastructure to meet growing demand in a region with significant growth potential,where air transport i

41、s often the only viable option due to its challenging geography and long distances between destinations.Competitive operating costs are essential,as efficiencies achieved by airlines have a proven track record of being passed on to passengers in the form of lower fares.Finally,the structure of fees

42、and taxes is critical,as they should not represent a barrier that makes the cost of air travel more expensive for passengers,especially in a highly price-sensitive market.Therefore,these three pillars together make up 75%of the final score of this study,underlining their importance in the formation

43、of a competitive and accessible aviation environment in the region.Xnorm=X-XminXmax-XminInverse Xnorm=1 _X-XminXmax-XminThrough this study,we aim to provide a detailed and comprehensive view of the strengths,challenges,and opportunities of the air transport sector in Latin America and the Caribbean.

44、Our goal is to provide information for stakeholders,policy makers and industry leaders to design strategies for sustainable growth,increased collaboration,and improved competitiveness.This report analyzes the competitiveness of the air transport industry in 20 Latin American countries,focusing on 7

45、key pillars.Index PillarsThe following 7 pillars have been examined,which provide an overall view of the sector:ALTA-AMADEUS Competiveness IndexAirport qualityTaxes on salesCORSIA elegiblesoffset projectsOverflight costsAge dependency ratioHenley indexTurnaround costsOn time performanceArrival taxes

46、Fleet ageUrbanization rateASA Agreements Operating costsQuality of infrastructurePassenger taxes and feesSustainabilityPropensity to travelInternational openess&liberalizationInternationalconnectivityFuel costsAirport saturationNon-Remote Parking PositionsInternational TUAGDP per capitaVisa openessS

47、AF policiesSAF refineriesConnectivity indexOther taxes&fees on international routesMain ResultsCountry/PilarOperational costsQuality of infrastructureTaxes and feesSustainabilityWillingness to travelInternational openness and liberalizationInternational connectivityTotal1Panama0.750.900.770.480.740.

48、610.247.342Chile0.550.900.930.200.680.690.126.893Brazil0.540.441.000.980.610.720.346.774Trinidad Tobago0.660.820.820.350.560.530.046.635Guatemala0.660.860.85-0.560.460.086.496Costa Rica0.650.730.770.340.640.590.166.407El Salvador0.610.820.820.090.520.440.096.268Venezuela0.770.820.690.010.530.430.046

49、.229Aruba0.710.750.750.070.640.370.216.2110Colombia0.580.610.550.590.610.560.395.7311Bahamas0.540.770.620.030.820.620.315.7212Mexico0.610.610.550.190.650.580.945.6813Dominican Republic0.400.730.550.290.680.670.425.3814Ecuador0.340.860.670.060.520.570.105.3115Bolivia0.440.770.640.040.610.560.035.2616

50、Belize0.540.610.730.030.540.390.055.2117Peru0.550.440.770.070.570.530.155.0818Argentina0.460.800.430.070.660.660.175.0319Jamaica0.370.820.460.120.520.560.214.8920Cuba0.230.370.670.030.470.160.163.60After reviewing data from the air transport sector in Latin America and the Caribbean,countries in the

51、 region have different strengths and challenges.Some are leaders in certain areas,while others need more attention and support.The detailed rankings provide a better understanding of where each country stands and what can be done to improve.Overall ranking:Panama leads the Air Transport Competitiven

52、ess Index for Latin America and the Caribbean 2023,with a score of 7.34,ahead of second-ranked Chile,which scored 6.89.Brazil rounds out the top 3 most competitive markets with a score of 6.77.Cuba is the market with the most room for improvement,with a score of 3.60.Operating costs:Venezuela leads

53、the way with a score of 0.77,while Cuba has the most room for improvement with 0.23.Infrastructure quality:Panama and Chile are the countries with the best air infrastructures in the region,both with a score of 0.90.Cuba,Peru,and Brazil have ample room for improvement in their air transport infrastr

54、ucture.Taxes and fees:Brazil leads this category,with a score of 1,and Argentina has the lowest score of 0.43.Sustainability:Brazil leads in this category with a score of 0.98.Venezuela is the country with the most room for improvement,with a score of 0.01.Willingness to travel:The Bahamas has the h

55、ighest score in this pillar with 0.82.Cuba,on the other hand,has the lowest score of 0.47.International openness:Brazil leads with a score of 0.72,while Cuba has the greatest opportunities for improvement with 0.16.Connectivity:Mexico is the best-connected country in the region with a score of 0.94,

56、outperforming other countries.Venezuela,Trinidad and Tobago and Bolivia are the least connected countries in the region with a score of 0.04.In conclusion,the Latin American and Caribbean air transport sector shows a diverse picture of strengths and areas requiring attention.Panama emerges as a lead

57、er in overall competitiveness,infrastructure quality and operational efficiency,while Brazil leads in sustainability and taxes/fees.However,it is essential to recognize that each country has its unique potential and challenges.Addressing the areas of improvement highlighted,especially in countries s

58、uch as Argentina and Venezuela,can pave the way for a more cohesive and robust regional air transport network.As stakeholders in this vital sector,continued collaboration,knowledge sharing,and strategic investments are imperative to elevate the regions global position and ensure sustainable growth f

59、or the future.Pillar 1.Operating CostsThe air transport industry is dependent on airport and air navigation services,which include aviation fuel supply,maintenance,landing fees,en route overflight fees,ground handling fees,etc.There is a positive correlation between operating costs and the price of

60、airline tickets,which undoubtedly has an impact on airline profitability.Throughout history,the industry has been complemented by new technologies,more modern fleets and more efficient operations that have managed to reduce operating costs and,in turn,the price of airline tickets,which has allowed i

61、t to attract more passengers.However,operating costs are constantly in flux,linked to external situations such as currency depreciation,inflation,or political crises.Pillar 1.Operating Costs$6$8$10$12$14$162011201220132014201520162017201820192020202120222023Cents(USD$)Evolution of CASK(cost per avai

62、lable seat-km)and Yield(revenue per passenger-km)of LAC airlines.(Inflation-adjusted values)CASKYieldSource:ALTA analysis based on airlines financial statements.The global aviation industry is a capital-intensive sector,requiring significant investments in both fixed and variable costs.Airlines face

63、 a very competitive environment,with demand highly sensitive to price variations,and often operate with narrow profit margins.Given these challenges,there is a common assumption that the costs associated with air travel are high;however,a closer look at the data presents a different perspective.Cons

64、idering these low margins and strong competition,the aviation industry in Latin America and the Caribbean has struggled to pass savings and improvements directly to passengers.Since 2011,LAC airlines have reduced their Cost per Available Seat Kilometer(CASK)by 42.6%.At the same time,the Yield,which

65、represents revenue per passenger-kilometer,has decreased by 42.7%in real terms.This progress is due to the ongoing efforts of the regions airlines,which have increased their efficiency,adopted best practices,and managed to reduce costs and improve operations.As a result,flights have become more affo

66、rdable for passengers in the region.It is for these reasons that in Pillar 1 we analyze and compare across countries the top 3 operating expenses that account for more than 60%of total airline operating costs in the region,including:1.1 Fuel Prices Fuel is the largest component of airline operating

67、costs,representing between 34%and 40%in 2023,with an average of 37.4%for airlines based in Latin America and the Caribbean.Even though the vast majority of Latin American and Caribbean countries are producers of oil and petroleum products,the region faces higher fuel prices compared to the United St

68、ates,where this cost constitutes 24.4%of airline operating expenses.Even though Latin American and Caribbean airlines are more fuel efficient per 1,000 Revenue Passenger Kilometers(RPKs)than their U.S.counterparts,they face higher costs,as illustrated in the graph below.Fuel costsTurnaround costs(in

69、cluding landing fees)Overflight costs88.599.51010.5USALACFuel consumption for each 1,000 RPK0%5%10%15%20%25%30%35%40%USALACFuel as%of operating costsSource:ALTA AnalysisOperating costs(final score)-0.100.200.300.400.500.600.700.800.90Operating costsBrazilD.RepublicPillar 1.Operating CostsCountry Cos

70、t/100 KmIndexAruba18.121.00Peru28.320.94Panama30.000.93Bahamas32.330.92Costa Rica37.250.89Belize37.250.89El Salvador37.250.89Colombia37.250.87Trinidad Tobago39.850.86Guatemala42.000.86Mexico44.670.85Ecuador49.340.82Bolivia50.070.82Venezuela55.000.79Brazil83.70 0.62Chile91.40Argentina119.000.42D.Repu

71、blic165.000.15Jamaica182.000.05Cuba191.21-1.2 Overflight CostsAirlines pay overflight charges to the governments of each country when they fly over its airspace,even if they do not land in its territory.These costs are intended to cover the use of air traffic control and other air navigation service

72、s,such as weather forecasting and communications.The amount of the fee is usually based on the weight of the aircraft and the distance flown in the countrys airspace.Overflight charges can be a significant cost to airlines,especially those flying long-haul routes.Source:ALTA Analysis based on airlin

73、e dataCountryFuel price/Gallon(average Dec 23-Feb 24)IndexVenezuela1.821.00Panama2.720.55Colombia2.870.47Argentina2.900.46Mexico2.900.46Aruba3.000.41Brazil3.020.40Peru3.050.38Chile3.070.37Jamaica3.070.37Trinidad Tobago3.080.37Guatemala3.140.34Ecuador3.150.33El Salvador3.290.26Costa Rica3.430.19D.Rep

74、ublic3.550.13Bahamas3.550.13Belize3.740.04Bolivia3.750.03Cuba3.81-0.58-0.200.400.600.801.001.20VenezuelaPanamaColombiaArgentinaMexicoArubaBrazilPeruChileJamaicaTrinidad TobagoGuatemalaEcuadorEl SalvadorCosta RicaD.RepublicBahamasBelizeBoliviaCubaFuel price/Gallon Fuel prices(score)Overflight Costs(s

75、core)-0.100.200.300.400.500.600.700.800.901.00ArubaPeruPanamaBahamasCosta RicaBelizeEl SalvadorGuatemalaColombiaTrinidad TobagoMexicoEcuadorBoliviaVenezuelaBrazilChileArgentinaD.RepublicJamaicaCubaOverflight costs$Pillar 1.Operating CostsTurnaround costs Aircraft turnaround costs are the expenses in

76、curred between arrival and departure.Airlines try to minimize them to reduce costs and improve efficiency.Factors influencing costs include aircraft size,airport fare structure and airline procedures.This section analyzes the three main costs incurred by airlines when arriving and departing from an

77、airport,which are landing fees,parking fees,and jet bridge fees.The calculations are based on the following assumptions:Aircraft type:A320 with MTOW of 78 tonsType of flight:InternationalHours of operation:Daytime(non-peak hours)Turnaround time:2 hoursCountryCost for 2 hour turnaroundIndexCosta Rica

78、$1551D.Republic$2230.95Aruba$2740.91Belize$2800.91Guatemala$2950.9Trinidad Tobago$3000.89Panama$3220.88El Salvador$4400.79Bahamas$4430.79Chile$4500.78Brazil$5790.69Cuba$5850.68Bolivia$6000.67Mexico$6350.65Colombia$7740.55Venezuela$7850.54Jamaica$8020.53Argentina$8250.51Peru$8660.48Ecuador$1,519-00.2

79、0.40.60.81Turnaround costSource:ALTA Analysis based on public informationTurnaround Cost(score)Pillar 1.Operating CostsPeruCosta RicaD.RepublicArubaBelizeGuatemalaTrinidadPanamaEl SalvadorBahamasChileBrazilCubaBoliviaMexicoColombiaVenezuelaJamaicaArgentinaEcuadorPillar 2.Infrastructure Quality2.Infr

80、astructure QualityThe quality of aviation infrastructure is a determining factor for the competitiveness of air transport.An efficient and modern infrastructure not only ensures operational efficiency,but also improves the overall passenger experience.In addition,anticipating and accommodating futur

81、e growth is very important;as air transport continues to expand,it is essential to have infrastructures that can seamlessly accommodate the growing demand for passengers and cargo.The condition and efficiency of an airports infrastructure directly influences a countrys ability to attract both busine

82、ss and leisure travelers.To assess infrastructure quality,we have broken down this pillar into four specific factors.Each of these factors contributes uniquely to the overall assessment of infrastructure quality:Airport congestion:Using data from the World Airport Coordinators Group(WWACG),we measur

83、e airport congestion levels.An airports congestion level gives an idea of its capacity,efficiency in managing peak hours and ability to accommodate growth without causing significant congestion or delays.A high level of congestion can discourage airlines from adding new routes and lengthen the opera

84、tion times between entering and leaving the airport.This factor has a 40%weight in the infrastructure pillar.Non-Remote Parking Positions:We looked at the number of boarding bridges available per flight during peak hours.The availability of boarding bridges can reduce turnaround times and increase a

85、irline efficiency,while offering passengers a more comfortable boarding experience compared to remote stands.This factor has a 20%weight in the infrastructure pillar.Punctuality:Data from OAGs OTP database provides insight into the timeliness of flight departures and arrivals.It is a reliable measur

86、e of the airports ability to maintain on-time operations.This factor has a weight of 20%in the infrastructure pillar.Airport quality:This aims to measure the level of service(LoS)of airports using a qualitative approach.The data comes from the Skytrax 2023 ranking and reflects passenger satisfaction

87、 at various touch points of their airport experience.This factor is weighted at 20%in the infrastructure pillar.To ensure an accurate and representative assessment of airport infrastructure quality at the country level,the methodology for calculating each countrys final score is based on a detailed

88、and nuanced analysis.This approach recognizes the variability in importance and traffic volume between airports in each country,implementing a weighted average system that adequately reflects the impact of each airport on the national airport infrastructure.The calculation of the final score for eac

89、h factor is done through a weighted average,considering the percentage of passengers and the number of flights handled by the airports.This system ensures that those airports with a higher volume of traffic,which are more relevant to the countrys airport infrastructure,have a proportionally greater

90、influence on the final evaluation.For countries where most of the traffic is concentrated at a single airport,as is the case in Panama,only the main airport is considered for the evaluation.For the selection of airports that form part of the evaluation,we have established clear and objective criteri

91、a focused on the top 5 airports in each country,based on the number of passengers and flights.This approach allows us to identify those airports that:Handle the highest volume of passenger andflight traffic,reflecting their strategic importancewithin the country.Are crucial for international and dom

92、esticconnectivity and play a significant role in the nationaleconomy and logistics.These aspects ensure that our assessment focuses on the airports that truly drive and reflect the capacity and quality of airport infrastructure in each country.By applying this method,our assessment provides a fair c

93、omparison between countries,adjusted for variability in the size and importance of their most critical airports.Through this weighted average approach,we ensure that our assessment of airport infrastructure quality accurately represents user experience and operational efficiency at the national leve

94、l.Pillar 2.Infrastructure QualityA sound aviation infrastructure goes beyond merely facilitating the movement of passengers and cargo.It demonstrates a countrys commitment to strengthening its air transport sector,and adequate investment can significantly elevate the countrys position in the global

95、air transport landscape.Below is a summary of private and public investment in airport infrastructure in Latin America and the Caribbean over the past 15 years,according to an analysis done by ALTA based on data from INFRALATAM and the World Banks PPI(Private Participation in Infrastructure)database

96、.On average,only 0.07%of the regions GDP was invested in airport infrastructure during the period 2008-2022.Current traffic growth forecasts up to 2040 are between 3.5%and 5.5%,so there is an urgent need to continue investing in airport infrastructure in the region to meet growing demand.According t

97、o an analysis by CAF,approximately US$40 billion of additional investment is needed in the region to meet future demand,given current growth projections.0.00%0.10%0.20%0.30%0.40%$-$5,000$10,000$15,000$20,000200820092010201120122013201420152016201720182019202020212022%Investments vs.GDPInvestments(mi

98、llions USD)Airport Infrastructure Investments in LACPublic Private%GDP(right axis)Private investments correspond to 63%of total of total investments(2008-2022)97.9%1.7%0.4%Private investments by typeBrownfield projectGreenfield projectManagement and lease agreementsSource:Development Bank CAFSource:

99、World Bank,INFRALATAMFuture airport investment needs69%17%8%6%By CategoryTerminalRunwayPlatformCargo32%21%16%10%6%15%By CountryMexicoBrazilColombiaPeruChileOthersPillar 2.Infrastructure QualitySource:Development Bank CAFPercentage of total airport revenues going to the government in selected airport

100、 concessionsCTG22%BOG46%MDE19%GYE50%76%LIM47%SCLRecent airport privatizations in Latin America have improved terminals and capacity.However,high concession fees set by governments put a strain on airport operators,passing the costs on to passengers and airlines.Privatization should prioritize servic

101、e efficiency and infrastructure needs,and not simply increase fees without improving services.Such practices could increase ticket prices and slow the growth of aviation in the region.In accordance with ICAO policies,charges should reflect the cost of services provided,ensuring that airlines and pas

102、sengers are not harmed by unfair costs,such as rents and concession fees for which they receive no service in return.Pillar 2.Infrastructure QualityPanama leads the infrastructure pillar with a score of 0.904,reflecting its strong aviation infrastructure.It is closely followed by Chile with a score

103、of 0.898,demonstrating a comparable commitment and development in its airport sector.Ecuador,with a score of 0.862,also stands out for its airport infrastructure.Countries such as Jamaica and Argentina,with scores of 0.823 and 0.803 respectively,as well as El Salvador with 0.825,show positive progre

104、ss towards strengthening their airport capacities.On the other hand,larger economies such as Mexico and Colombia,with scores of 0.609 and 0.611,and Brazil with 0.441,are ranked lower,suggesting that a larger market size does not necessarily guarantee a high-quality airport infrastructure.These resul

105、ts indicate a variety of approaches and levels of investment in aviation infrastructure in Latin America,highlighting opportunities for growth in various economies in the region.-0.100.200.300.400.500.600.700.800.901.00Air Transport Quality RankingIndex Pillar 2.Infrastructure QualityPanamaChileGuat

106、emalaEcuadorVenezuelaElSalvadorJamaicaTrinidad TobagoArgentinaBahamasBoliviaArubaCosta RicaD.RepublicColombiaBelizeMexicoPeruBrazilCuba2.1 Airport Congestion The level of congestion at an airport provides an indicator of its capacity and operational efficiency.As the volume of air travel increases,i

107、t is essential to know the level of congestion.A high level of congestion can lead to overcrowding,delays and discourage airlines from introducing new routes.Assessing this factor provides information about an airports ability to handle peak hours and accommodate future growth without significant di

108、sruption.Although certain coordinated airports show acceptable levels of punctuality,the focus of our assessment leans toward their ability to expand operations,vital given the 0.6 per capita travel index in Latin America and the Caribbean,which underlines significant growth potential when compared

109、to per capita travel in markets such as the USA or Europe(2).This prioritization reflects the importance of preparing for an increase in air demand,beyond current performance metrics.The airport congestion factor has a significant impact,representing 40%within the infrastructure pillar,due to its cr

110、itical influence on airport capacity and operational efficiency.Congestion levels directly affect the airports ability to handle peak hours and accommodate growth,thus being a key factor in determining the quality and efficiency of the aviation infrastructure.Considering that 50%of flights in the re

111、gion take off or land at congested airports,it is essential to promote investments in the expansion of existing airports or the development of new ones to alleviate this problem.Source:ALTA Analysis based on the WWACG listThe Worldwide Slot Guidelines(WASG)establish comprehensive policies and princi

112、ples for slot allocation at congested airports.These guidelines are managed by the World Airport Slot Board(WASB),a conglomerate of airport,airline,and slot coordinator experts charged with promoting best practices globally.The WASG ensures the impartial updating of these guidelines,allowing any int

113、erested party to propose modifications.In addition,airports are classified into three levels,depending on their degree of congestion,to facilitate more effective slot management:Level 1(adequate capacity)Level 2(potential congestion solved with schedule adjustments)Level 3(inadequate infrastructure

114、or imposed restrictions requiring slot coordination).Airports that do not appear on the WASG list receive the WASG value 1.00.10.20.30.40.50.60.70.80.91 Argentina Chile PanamaD.RepublicEcuador Bolivia Costa Rica Bahamas Jamaica Venezuela Belize El Salvador Trinidad Tobago Guatemala Aruba Mexico Colo

115、mbia Peru Brazil CubaAirport Congestion RankingCountry Weighted Average WASG LevelIndexArgentina1.001.00Chile1.001.00Panama1.001.00D.Republic1.001.00Ecuador1.001.00Bolivia1.001.00Costa Rica1.001.00Bahamas1.001.00Jamaica1.001.00Venezuela1.001.00Belize1.001.00El Salvador1.001.00Trinidad Tobago1.001.00

116、Guatemala1.001.00Aruba1.001.00Mexico1.810.53Colombia2.160.32Peru2.510.12Brazil2.610.06Cuba2.70-Many Latin American countries consistently show a Level 1 status for airport congestion,indicating balanced airport capacity.However,the most important markets(in terms of passenger demand)such as Mexico,C

117、olombia,Peru,and Brazil show signs of increasing congestion.This highlights the need for airport infrastructure development and investment.Airport Congestion(score)Pillar 2.Infrastructure Quality2.2 Non-Remote Parking PositionsNon-remote parking positions play a critical role in determining the oper

118、ational efficiency of an airport during boarding and deplaning procedures.By analyzing the number of non-remote parking positions per flight during peak hours,we gain insight into the potential for quick and smooth passenger transitions between the aircraft and the terminal.While boarding bridges ar

119、e critical to operational efficiency in many contexts,they are not universally necessary or desirable at all airports.For airports with low traffic levels or a fleet mix that does not benefit from their use,implementing boarding bridges at all gates could unnecessarily raise costs,counteracting the

120、competitiveness objective.However,the evaluation methodology and criteria focus on the top 5 airports in each country,characterized by high levels of traffic and flights,where the presence of boarding bridges is indicative of advanced aviation infrastructure and contributes significantly to operatio

121、nal efficiency.For major airports with high traffic levels,but which due to their original design do not have boarding bridges,as is the case of Cartagena airport or Bogots T2,the proximity of the parking positions to the terminal building is considered.In these cases,the number of parking positions

122、 in front of the terminal building is evaluated and given a value equivalent to that of the boarding bridges,recognizing their contribution to operational efficiency.What is crucial is to minimize the use of remote positions that require passengers to be bussed to and from the aircraft,as this can i

123、ntroduce delays and detract from the passenger experience.In this regard,the focus of our assessment goes Source:ALTA Analysis based in public informationbeyond the mere number of boarding bridges,seeking to underscore the importance of maintaining optimal operational efficiency,facilitating fast an

124、d smooth transitions for passengers without compromising the overall experience,especially at those airports that handle a significant volume of air traffic.A more detailed analysis of hourly operations and fleet mix at the regions major airports is provided in Annex 2.-0.200.400.600.801.001.20 Chil

125、e Panama Guatemala Jamaica El Salvador Venezuela Colombia Brazil Trinidad Tobago Mexico Cuba Ecuador Argentina Bahamas Aruba PeruD.Republic Bolivia Costa Rica BelizeNon-remote parking positions at the front terminal during pike hoursCountry Non-remote parking posi-per flight peak hours(weighted aver

126、age)IndexChile1.671.00Panama1.661.00Guatemala1.140.69Jamaica1.130.68El Salvador1.120.67Venezuela1.060.63Colombia1.020.61Brazil0.900.54Trinidad Tobago0.810.49Mexico0.790.47Cuba0.700.42Ecuador0.630.38Argentina0.610.37Bahamas0.550.33Aruba0.550.33Peru0.510.31D.Republic0.480.29Bolivia0.460.28Costa Rica0.

127、380.23Non-Remote Parking Positions(score)Pillar 2.Infrastructure QualitySource:ALTA Analysis based in the OAG OTP Ranking*Note:OTP is the average of Jan-Dec 2023 period2.3 PunctualityPunctuality is a reliable measure to assess the efficiency and reliability of an airport.By measuing the punctuality

128、of flight departures and arrivals,this metric provides information on the coordination,efficiency,and robustness of air-port operations.For this analysis we have used the on-time performance published by OAG,and the calculation is based on the average OTP(On Time Performance)during the year 2023.Thi

129、s indicator has a weight of 20%in the infrastructure pillar.Country Pondered Average of OTP(5 TOP Airports)IndexPanama91%1.00ElSalvador88%0.98Peru88%0.97Bolivia86%0.95Guatemala85%0.94Ecuador85%0.93Colombia84%0.92Brazil82%0.90Trinidad Tobago81%0.90Chile81%0.89Argentina79%0.87Venezuela77%0.85Mexico77%

130、0.85Aruba75%0.83Cuba75%0.83D.Republic72%0.80Bahamas71%0.78Costa Rica69%0.76Jamaica68%0.75Belize64%0.7000.10.20.30.40.50.60.70.80.91Punctuality RankingOn time Performance(score)PanamaEl SalvadorPeruBoliviaGuatemalaEcuadorColombiaBrazilTrinidad TobagoChileArgentinaVenezuelaMexicoArubaCubaD.RepublicBah

131、amasCosta RicaJamaicaBelizePillar 2.Infrastructure Quality 2.4 Airport Quality To holistically assess the efficiency of the airport infrastructure,it is crucial to evaluate the Level of Service(LoS)of the various airport subsystems.The ideal methodology would consist of a quantitative analysis of wa

132、iting times during peak hours in all crucial subsystems:check-in,security,passport control and baggage claim.However,despite efforts at several airports to obtain this quantitative data,the response rate was insufficient.This posed a challenge in using a purely quantitative approach to assess respon

133、siveness.To fill this gap and ensure that this vital element was not overlooked,an alternative approach was adopted.Recognizing the importance of user experience in airport operations,qualitative data from the reputable Skytrax rating was integrated.Specific sections of the Skytrax results were sele

134、cted to qualitatively recreate the quality and efficiency of each airport subsystem.This qualitative approach,although not the original intent,brings its own merit.Qualitative insights,often based on the opinions and experiences of travelers,offer valuable insight into operational efficiency,and can

135、 reflect reality to some extent,offering a genuine sense of what passengers experience.While recognizing that this qualitative method may not provide the granular accuracy of quantitative wait times,it presents a viable and informative alternative.This approach ensures that the assessment remains co

136、mprehensive and insightful,capturing the essence of the airport systems service levels from the passengers point of view.Pillar 2.Infrastructure QualitySource:ALTA Analysis based on Skytrax Ranking*Note:This does not include countries with-out classified airports00.10.20.30.40.50.60.70.80.91Airport

137、Quality RankingCountryAverage of Skytrax RankingIndexEcuador4.201.00Bahamas4.000.95Colombia3.650.87Guatemala3.500.83Argentina3.270.78Brazil3.190.76Jamaica3.000.71Peru2.910.69Mexico2.780.66Costa Rica2.750.66Venezuela2.630.63Cuba2.560.61Chile2.500.60Panama2.190.52ElSalvador2.000.48Methodology:Billing

138、subsystem evaluation:To evaluate the check-in subsystem,we use the scores from the following Skytrax categories:Congestion around check-in Quality of queuing systems Assessment of the security subsystem:For the security subsystem,we relied on scores from these Skytrax categories:Waiting timesService

139、 efficiencyPassport control/immigration service assessment:To gauge the effectiveness of passport control or immigration service,we considered these Skytrax metrics:Waiting time-arrivalsWaiting time-departuresEvaluation of the baggage claim subsystem:To evaluate the baggage claim subsystem,we incorp

140、orated the scores from these Skytrax categories:Baggage hall facilitiesBaggage turnaround timesThis methodology,based on qualitative data from Skytrax,ensures that our assessment of the baggage claim subsystem is based on the followingSkytrax qualitative data,ensures that our assessment covers a bro

141、ad spectrum of passenger spectrum of the passenger experience,from check-in through to baggage check-in to baggage claim,effectively capturing their journey through the effectively capturing their journey through the airport.Skytrax ranking(score)Pillar 2.Infrastructure QualityPillar 3.Taxes and Fee

142、s for Passengers International TUA:The Airport User Charge(TUA)for international flights is assessed byconsidering the passenger charges at the fiveairports with the highest international passengertraffic in each country.The international SUT score iscalculated as a weighted average of these airport

143、s,reflecting the proportionality of their passengertraffic.Other International Fees and Taxes:Thissection examines the additional fees,includingsecurity,infrastructure development and ticketingtaxes,among others,paid by passengers at the topfive international airports in each country.Todetermine the

144、 value of these fees and taxes bycountry,a weighted average is used,based on therelevance of each airport,taking into account itsvolume of international passengers.Arrival fees and taxes:Focuses on the specificcharges that non-resident passengers must payupon arrival in a country,such as tourism tax

145、es.3.Passenger taxes and feesThe structure of taxes and fees has a significant impact on the final ticket price for passengers,sometimes double the initial fare.These charges,usually collected by the airlines,go to different entities such as airports,specific government agencies,and general governme

146、nt funds.The diversity in international air transport regulations and charges,derived from the sovereignty of each country,adds to the complexity of airline operations.Clearly,lower taxes can increase accessibility to air services and stimulate travel demand.To capture the complexity and variety of

147、these charges more accurately and representatively,we have decided to divide this pillar into four distinct sections:Sales and other taxes:This section addressesthe analysis of Value Added Tax(VAT)and othersimilar taxes that are levied directly on the base fareof airline tickets in those countries t

148、hat impose them.These taxes,calculated as a percentage of the basefare,directly affect the final cost of the ticket topassengers.The assessment covers both VAT andany other national taxes levied on the selling price ofairline tickets,providing insight into the fiscal impacton the cost of air travel

149、and its effect on thecompetitiveness of air transport.For each section,after calculating the taxes and fees paid on the selected routes,a normalization from 0 to 1 is performed,where the country with the lowest fees and taxes receives the highest score.This normalization allows a fair comparison of

150、the different tax regimes and their impact on the cost of air travel,highlighting those countries that offer more competitive conditions for travelers and airlines.This approach helps to identify areas where countries are more or less competitive,highlighting specific aspects that contribute to air

151、accessibility and travel demand,and provides a sound basis for policies aimed at improving air transport competitiveness.The final tax and fee score for each country will be determined by the average of the scores obtained in each of the four categories analyzed,ensuring a balanced and comprehensive

152、 assessment of the fiscal and tax impact on air transport.Pillar 3:Taxes and Fees for Passengers CountryIntl.TUAOtherintl.feesArrival taxesIntl.les taxesTotalSales TaxesIntl1Brazil1.001.001.001.001.002Chile0.711.001.001.000.933Guatemala0.610.961.000.830.854El Salvador0.770.711.000.820.825Trinidad To

153、bago0.610.831.000.830.826Panama0.400.781.000.900.777Costa Rica0.670.740.730.930.778Peru0.591.000.730.750.779Aruba0.730.460.821.000.7510Belize0.92-1.001.000.7311Venezuela-0.861.000.890.6912Cuba0.691.00-1.000.6713Ecuador0.170.840.900.760.6714Bolivia0.710.071.000.790.6415Bahamas0.490.160.980.830.6216D.

154、Republic0.810.400.250.750.5517Colombia0.250.470.730.740.5518Mexico0.190.810.240.940.5519Jamaica0.650.000.201.000.4620Argentina0.050.671.00-0.43.Passenger taxes and fees(final score)-0.100.200.300.400.500.600.700.800.901.00Ranking of fees,taxes and contributionsPillar 3:Taxes and Fees for Passengers

155、BrazilChileGuatemalaEl SalvadorTrinidad TobagoPeruPanamaCosta RicaArubaBelizeVenezuelaEcuadorCubaBoliviaBahamasD.RepublicColombiaMexicoJamaicaArgentina3.1 International Airport Use Charge(TUA):The Airport Use Charge(TUA)is a charge that passengers must pay for the use of airport facilities and servi

156、ces.It is charged at the time an airline ticket is purchased and varies by airport.The following are the TUA rates by country using the weighted average methodology described above.$-$10$20$30$40$50$60$70International TUA by country(weighted average)CountryInternational InternacionalIndexBrazil$11.0

157、01.00Belize$15.000.92D.Republic$20.000.81El Salvador$22.130.77Aruba$24.000.73Chile$25.000.71Bolivia$25.000.71Cuba$26.000.69Costa Rica$27.000.67Jamaica$28.090.65Trinidad Tobago$30.000.61Guatemala$30.000.61Peru$30.780.59Bahamas$35.640.49Panama$39.720.40Colombia$47.190.25Mexico$50.160.19Ecuador$51.230.

158、17Argentina$57.000.05Venezuela$59.27-Pillar 3:Taxes and Fees for Passengers VenezuelaArgentinaEcuadorMexicoColombiaPanamaBahamasPeruTrinidad TobagoGuatemalaJamaicaCosta RicaCubaChileBoliviaArubaElSalvadorD.RepublicBelizeBrazilCase Study:Potential Benefits of Reducing Passenger Facility Charges(PFCs)

159、:Chile and Cartagena.$0$10$20$30$40$50$60$70$80$90$100MIAIADLPBCUNPOSSALGYEHAVASUNASSCLGUALIMCLOCURSDQEZESJOMEXMDEADZPTYMVDUIOCCSCTGIn 2014,CTG had one of the highest airport charges in the Region.Selected airports TUA:USD per passenger(2014)-200,000400,000600,000800,0001,000,0001,200,000Internation

160、al passengersSince the reduction of the airport tax at CTG,international traffic has tripled.CAGR2014-2019:24.8%Source:ALTA calculations with data from MINCITUR,Aero civil Colombia and JAC Chile.-200,000400,000600,0002014 2015 2016 2017 2018 2019 20202021 2022International Tourist ArrivalsAnd intern

161、ational tourist arrivals to Cartagena had doubled before the pandemic.-500,0001,000,0001,500,0002,000,000SeptOctNovDecJanFebMarAprMayJunSince the reduction of the airport tax at CTG,international traffic has tripled.CAGR 2008-2014:6.2%.2017-20182018-20192019-2020*2022-2023Total Passengers(accumulate

162、d sep-jun)Pillar 3:Taxes and Fees for Passengers$-$10$20$30$40$50$60$70BelizeJamaicaBoliviaBahamasD.RepublicArubaColombiaArgentinaElSalvadorCosta RicaPanamaMexicoTrinidad TobagoEcuadorVenezuelaGuatemalaBrazilPeruChileCubaOther Fees/Taxes on International Tickets(weighted average)CountryOther fees an

163、d taxesIndexBrazil$-1.00Peru$-1.00Chile$-1.00Cuba$-1.00Guatemala$2.600.96Venezuela$8.050.86Ecuador$9.550.84TrinidadTobago$10.000.83Mexico$10.890.81Panama$12.910.78Costa Rica$15.100.74El Salvador$17.000.71Argentina$19.400.67Colombia$31.000.47Aruba$31.600.46D.Republic$35.000.40Bahamas$49.040.16Bolivia

164、$54.200.07Jamaica$58.340.00Belize$58.50-3.2 Other international taxes and fees This section focuses on the analysis of additional charges imposed on passengers on international flights,which go beyond airport usage fees.These include,but are not limited to,security fees,migration fees,infrastructure

165、 development,ticketing taxes,as well as country-specific taxes such as the stamp tax in Colombia.These charges,whether applied directly to the base fare or included in the final ticket price,have an impact on the total cost of travel for passengers.Each of these taxes and fees reflects a fiscal poli

166、cy of the country of origin,intended to finance airport security,infrastructure improvements or other initiatives.In this section,a weighted average of these additional costs at the top five international airports in each country is calculated,based on their relevance and volume of international pas

167、sengers,to estimate how they contribute to the total cost of airline tickets and to assess their effect on the competitiveness of international air travel.Pillar 3:Taxes and Fees for Passengers 3.3 Arrival taxes and fees This section focuses on the arrival taxes and fees that foreigners or foreign r

168、esidents pay when entering a country,included in the airline ticket.These charges may include tourist taxes or other categories.For example,Ecuador applies the Impuesto Potencia Turstica,a 5%tax on the net fare with a maximum of 10 USD.To calculate the value of this tax for Ecuador,a weighted averag

169、e of the base fare of the top ten international routes was used,with fares based on a 30-day advance purchase and a 7-day stay.This approach allows estimating the additional cost for international travelers.$-$10$20$30$40$50$60Arrival Taxes/FeesCountryArrival TaxesIndexBrazil$-1.00Argentina$-1.00Chi

170、le$-1.00Panama$-1.00Bolivia$-1.00Venezuela$-1.00Belize$-1.00ElSalvador$-1.00Trinidad Tobago$-1.00Guatemala$-1.00Bahamas$1.000.98Ecuador$5.700.90Aruba$10.000.82Colombia$15.000.73Peru$15.000.73Costa Rica$15.000.73D.Republic$41.300.25Mexico$42.000.24Jamaica$44.000.20Cuba$55.00-Pillar 3:Taxes and Fees f

171、or Passengers Trinidad TobagoGuatemalaCubaJamaicaMexicoD.RepublicColombiaPeruCosta RicaArubaEcuadorBahamasBrazilArgentinaChilePanamaBoliviaVenezuelaBelizeElSalvadorThe variability in the taxation of airline tickets demonstrates the different fiscal policies of each country and their impact on the ai

172、rline industry.While some states choose to significantly tax ticket sales,others recognize the importance of keeping costs low to promote tou-rism and international connectivity.CountryTaxes over base fareIndexBrazil0%1.00Chile0%1.00Cuba0%1.00Jamaica0%1.00Belize0%1.00Aruba0%1.00Mexico4%0.94 Costa Ri

173、ca5%0.93 Panama7%0.90 Venezuela8%0.89 Bahamas12%0.83 Guatemala12%0.83 Trinidad Tobago13%0.83 El Salvador13%0.82 Bolivia15%0.79 Ecuador17%0.76 Peru18%0.75 D.Republic18%0.75 Colombia19%0.74 Argentina72%-ArgentinaTaxes from ticket sales(%over base fare)0%10%20%30%40%50%60%70%80%3.4 Taxes levied on tick

174、et salesThis section analyzes Value Added Tax(VAT)and other taxes levied as a percentage of the base fare on airline ticket sales.Special attention is paid to those countries that impose a significant tax burden on tickets,directly affec-ting cost competitiveness for travelers.Argentina stands out f

175、or having the highest tax burden in the region on ticket sales,totaling 72%of the final ticket price.This burden includes the tax(AFIP)of 30%,the inclusion and solidarity tax(PAIS)of 30%,the tourism tax of 7%,and the income withholding tax of 5%.It is important to note that the AFIP and PAIS taxes a

176、pply exclu-sively to tickets purchased in Argentina and paid in pesos.In contrast,countries such as Brazil and Chile do not apply VAT to tickets for international flights,which reflects a more favorable policy towards the promotion of international air transportation and a follow up of ICAO recommen

177、dations,which in its document 8632 recommends that international air transportation and related services should not be subject to VAT,highlighting the importance of maintaining the competitiveness and accessibility of air transportation at a global level.Pillar 3:Taxes and Fees for Passengers Aruba

178、Colombia PeruD.RepublicEcuador Bolivia El Salvador Trinidad Tobago Bahamas Guatemala Venezuela Panama Costa Rica Mexico Brazil Chile Cuba Jamaica BelizeThe structure of fees and taxes in air trans-port is a fundamental component that has a direct impact on the competitiveness of aviation in Latin Am

179、erica and the Carib-bean.The sensitivity of the air market to prices is such that even small increases in fees can trigger a significant decrease in travel demand.This price-demand rela-tionship not only affects travelers deci-sions,but also has a direct impact on the economic and tourism developmen

180、t of countries,where an increase in costs can curb the flow of visitors and investment in the region.Taxes,fees,and charges,as they constitu-te a considerable part of the total cost of the ticket,should not be evaluated in isola-tion.Their cumulative impact is a decisive factor in airline strategy w

181、hen selecting routes and markets to operate and can lead to a redistribution of air traffic flows to regions with lower tax burdens.Conse-quently,the decline in travel demand not only represents a problem for airlines,but also translates into lower-than-expected tax revenues for governments,which se

182、e travel and consumption diverted to other jurisdictions.The relevance of taxes and charges in the airline industry is clear in the analysis of the top 15 intra-regional routes in Latin Ameri-ca.The data shows that,on many of these routes,taxes and fees account for more than half of the final cost p

183、aid by passen-gers,with the base fare being less than half of the total price.The graph below shows the%of each item(transport fare,TUA,fees,taxes and contributions over the final fare on the top 15 intra-regional internatio-nal routes in Latin America and the Carib-bean.The analysis is based on the

184、 basic fare(without extras and baggage)for each route with a 30-day advance purchase and a 7-day stay for the months of March and April 2024.On average,the basic transpor-tation fare represents 49.3%of the final fare and fees,taxes and contributions re-present 51.7%of the final fare.The variability

185、in the taxation of airline tic-kets demonstrates the different fiscal poli-cies of each country and their impact on the airline industry.While some states choose to significantly tax ticket sales,others recognize the importance of kee-ping costs down to promote tourism and international connectivity

186、.This fiscal and tax landscape underscores the critical need for a comprehensive con-sideration of fees and taxes in aviation po-licymaking.It is imperative that govern-ments and aviation regulators carefully weigh the balance between revenue gene-ration and the promotion of a healthy and accessible

187、 aviation sector.49.3%25.9%14.0%7.7%3.2%0%10%20%30%40%50%60%70%80%90%100%LIM-SCLAE P-SCLGRU-S CLE ZE-SCLBOG-ME XGIG-S CLAE P-GRUE ZE-GIGGUA-SJ OBOG-PT YBOG-CUNBOG-LIMAE P-GIGE ZE-GRUBOG-UIOAverage-FareTUASales taxOther feesTourist/Arrival tax%of base fare,fees,contributions and taxes on the final pr

188、ice(15 intra-regional international routes in Latin America and the Caribbean)Source:ALTA AnalysisThis fiscal and tax landscape underscores the critical need for comprehensive consideration of rates and taxes in the formulation of policies.It is imperative that governments and regulators carefully w

189、eigh the balance between generating income and promoting a healthy and affordable airline sector.Pillar 3:Taxes and Fees for Passengers Pillar 4.SustainabilityThe recent adoption by the ICAO Assembly of the zero net emissions target recognized the key role of cleaner aviation fuels,such as SAF,in re

190、ducing aviation CO2 emissions.According to a Committee on Aviation Environmental Protection(CAEP)study,the substitution of traditional fuels with SAF could drastically reduce the CO2 footprint,laying the groundwork for significant reductions by 2050.6.51Pillar 4.SustainabilityInternational Civil Avi

191、ation Organization(ICAO)set a clear goal for the aviation industry:to achieve net zero emissions by 2050.The interconnected aviation ecosystem,involving airlines,fuel suppliers,aircraft manufacturers,airports and ground handling companies,demands collective responsibility.While there is a shared des

192、ire to decarbonize aviation,there are many practical challenges.Aircraft typically have a service life of 20 to 30 years,and new designs can take many years to become operational.In addition,the industrys high energy requirements to transport passengers and cargo at high speeds and altitudes make de

193、carbonization difficult.Achieving the emissions target depends on several CO2 reduction strategies.Governments,through ICAO,have committed to prioritizing innovations in aviation technology,streamlining flight operations to reduce fuel consumption and,in particular,increasing the production and use

194、of sustainable aviation fuels(SAF).In addition,measures have been promoted outside the industry,such as offsetting through the Carbon Offsetting and Reduction Scheme for International Aviation(CORSIA)for carbon offsets.Across this pillar,we survey the status of SAF policies and the SAF refineries pl

195、anned for construction as a measure and assessment of each countrys commitment to sustainable aviation.While there are aspirations around the world,the pace and scale of adoption of SAF differs from country to country.The objective of this pillar is to provide an overview of the SAF landscape by ide

196、ntifying the key players in SAF production,the policies in place to promote its use,and upcoming infrastructure projects that signal a nations commitment to greener aviation.By analyzing the strategies and commitments of different countries,we can compare progress and highlight best practices.In add

197、ition,we assess the average age of aircraft fleets by country,noting that newer aircraft tend to be more fuel efficient and produce fewer emissions.Finally,we include a factor that evaluates and identifies CORSIA-eligible offset projects in the region.This is another important element that complemen

198、ts the other key pillars,aiming to reduce CO2 emissions,which cannot be implemented directly through improved technologies and increased efficiency of operations,as through the use and production of sustainable aviation fuels.In summary,the pillar provides a comprehensive examination of aviations pa

199、th to sustainability.Through operational improvements,fleet renewal,technological innovation and strong commitment,the aviation industry in Latin America has managed to mitigate its carbon footprint over the last decade.As seen in the graph below,from 2011 to 2022,fuel consumption per 100 RPK has de

200、creased by 29%,with an average annual efficiency rate of over 2%.0.700.800.901.001.101.201.30201120122013201420152016201720182019202020212022Gallons of fuel per 100 RPKFuel consumption 100 RPK-29%Pillar 4.SustainabilityAlthough all these operational and technological improvements have enabled the se

201、ctor to reduce its emissions,there is a limit to the reduction in total emissions.The aviation sector in the region already has one of the most modern fleets,using the latest and most efficient technologies.It is therefore crucial to develop a sustainable aviation fuel industry that will enable an e

202、nergy transition in the sector.According to ICAOs Feasibility Report on a Long-Term Aspirational Goal for International Civil Aviation CO2 Emissions Reduction(LTAG),large-scale production of sustainable fuels has the greatest potential to reduce aviation emissions.-0.100.200.300.400.500.600.700.800.

203、901.00Sustainability RankingSustainability(final score)D.RepublicPillar 4.SustainabilityThe goal of zero net emissions by 2050 requires a combination of several strategies to reduce and eliminate emissions at source,and according to several sources and different scenarios,SAF could contribute around

204、 60%-70%of the total emissions reduction.However,reaching this target requires enormous support from governments and stakeholders,especially when,according to IATA,SAF production in 2022 represented only 0.1%to 0.15%of total jet fuel demand.The challenges are manifold:limited political support,varie

205、d SAF accounting methods,insufficient distribution infrastructure,confusion about its benefits,raw material shortages,limited investments,and competition from other sectors.Clear and consistent policies are essential for effective adoption of SAF.Such policies should be harmonized across countries,p

206、rioritize research,and comply with international standards.Pricing plays a key role.If SAF becomes more affordable,consumption is likely to increase.However,strict mandates that do not make SAF more accessible or affordable could deter new entrants to the market and stifle innovation in SAF producti

207、on.Finally,the overall financial approach needs to be reevaluated.Currently,a larger share of financing is allocated to conventional fuels than to renewable sources such as SAF.This paradigm needs to shift.All stakeholders,from governments to airlines,must work together to promote the adoption of SA

208、F and contribute to a more sustainable aviation future.In this section we analyze and rank Latin American countries according to government policies supporting the production of SAF.Scores are awarded based on the following criteria:If a country has a SAF legal framework ready and implemented,it rec

209、eives 1 point.If a country has a SAF legal framework pending government approval,it receives 0.8 points.If a country has completed SAF feasibility studies,it receives 0.5 points.If a country has created working groups to study the feasibility of SAF,it receives 0.25 points.00.10.20.30.40.50.60.70.80

210、.91SAF PoliciesSource:ALTA AnalysisCountrySAF policies rankingIndexBrazil0.801.00D.Republic0.500.63Costa Rica0.500.63Trinidad Tobago0.500.63Mexico0.250.31Colombia0.250.31Chile0.250.31Argentina-Peru-Panama-Cuba-Ecuador-Bolivia-Bahamas-Jamaica-Venezuela-Belize-El Salvador-Guatemala-Aruba-4.1 SAF polic

211、ies SAF Policies(score)Pillar 4.SustainabilityBrazilD.RepublicCosta RicaTrinidadTobagoMexicoColombiaChileArgentinaPeruPanamaCubaEcuadorBoliviaBahamasJamaicaVenezuelaBelizeElSalvadorGuatemalaArubaThe sustainable aviation fuel(SAF)boom is transforming the aviation landscape.Leading countries in the pr

212、oduction of SAF are positio-ning themselves to lead the global market.Cost-competitive domestic production of SAF is increasingly seen as a key element of a countrys aviation competitiveness.According to various sources,including ICAO,Argus,S&P Global and Boeing,several countries have announced SAF

213、refinery projects,unders-coring their strategic commitment to the sustai-nable future of aviation.Those countries capable of producing SAF efficiently can attract more aviation operations,positioning their aviation hubs as potential SAF exporters.In this section,countries that have announced the con

214、struction of SAF refineries receive 1 point.In addition,according to Air Transport Action Groups(ATAG)Fueling Net Zero study,be-tween 620 and 850 SAF refineries will be needed in Latin America and the Caribbean by 2050 to reach the Net Zero target.Each of these refineries will need to produce an ave

215、rage of 22 million gallons of SAF per year.So far,only 5 refi-neries have been announced for the period up to 2030(2 in Brazil,1 in Paraguay,1 in Panama and 1 in Colombia).It is therefore important to con-centrate all efforts on achieving this goal.The projected cost for the construction and start-u

216、p of these refineries is between US$142 billion and US$183 billion,which underlines the need for government support in this transition.By 2050,Latin America and the Caribbean will have the potential to produce around 13%of the industrys FAE needs,given the feedstock available in the region.This supp

217、ly will be more than sufficient for regio-nal fuel demands;however,the implementation of adequate public policies is crucial.Without such supportive policies,regional airlines may be forced to import SAF from other areas.00.10.20.30.40.50.60.70.80.91BrazilPanamaColombiaMexicoArgentinaPeruChileD.Repu

218、blicCubaEcuadorBoliviaCosta RicaBahamasJamaicaVenezuelaBelizeElSalvadorTrinidad TobagoGuatemalaArubaAnnounced SAF refineriesCountry Announced SAF refineries ranking IndexBrazil1.001.00Panama1.001.00Mexico-Colombia1.001.00Argentina-Peru-Chile-D.Republic-Cuba-Ecuador-Bolivia-Costa Rica-Bahamas-Jamaica

219、-Venezuela-Belize-El Salvador-Trinidad Tobago-Guatemala-Aruba-4.2 SAF RefineriesSource:ALTA AnalysisPillar 4.Sustainability0246810121402004006008001,0001,2001,4001,6001,8002,000200520082010201120122013201420152016201720182019202020212022Total#of fleetAverage age(right axis)Modern aircraft consume le

220、ss fuel than older models,which translates into lower emissions and lower operating costs.The latest generation of aircraft consumes 15-20%less fuel than the oldest fleet,which in turn emits less CO2.Advances in fleet modernization are likely to continue along this path,with more fuel-efficient engi

221、nes,lighter materials,lower operating costs,and even advanced systems such as the introduction of all-electric aircraft.ALTA airlines have placed more than 1,269 new-generation aircraft into service since 2005,with an approximate market value of more than$90 billion.12.89.88.37.88.28.48.59.19.79.951

222、0152005 2010 2015 2016 2017 2018 2019 2020 2021 2022 Average age in yearsAverage fleet age(ALTA Airlines)Average fleet age reduction:22%9.912.212.251015ALTAUSAEU Average age in yearsAverage fleet age comparison(2022)4.3 Average fleet age0204060801001201401602,3002,4002,5002,6002,7002,8002,9003,0003,

223、100202420252026202720282029203020312032TotalFleetinServiceScheduledDeliveriesScheduled deliveries in LACTotal number of aircraft and average age of fleetSource:ALTA Analysis based on Cirium Fleet AnalyzerTotal number of aircraftAverage age(years)Index Pillar 4.Sustainabilitya harmonized way of reduc

224、ing international aviation emissions,minimizing market distortion while respecting the special circumstances and respective capabilities of ICAO member states.“At the time of this analysis,no country in the region has eligible projects applicable for the first phase of CORSIA.4.4 Eligible offset pro

225、jects for CORSIASource:ALTA Analysis Based on Cirium Fleet Analyzer0.00.10.20.30.40.50.60.70.80.91.0Fleet Average AgeCountry Average AgeIndexTrinidad Tobago5.11El Salvador8.30.88Costa Rica8.40.88Brazil11.00.79Chile11.30.78Panama11.60.77Aruba12.80.72Peru13.20.71Colombia13.50.70Argentina14.20.67Mexico

226、14.30.67Ecuador16.80.58D.Republic22.40.38Bolivia22.70.37Cuba24.00.32Belize24.70.29Bahamas25.40.27Venezuela29.60.12Guatemala32.80.00Trinidad and Tobago stands out as the country with the most modern fleet,with an average age of 5.1 years.IndexAs already mentioned,aviation has committed to making adva

227、nces in technology,operations,and infrastructure to further reduce its carbon emissions,and carbon offsetting aims to be an additional element in the efforts to achieve this commitment.Through CORSIA,the sector can be supported in reaching its short-and medium-term climate goals by complementing the

228、 initiatives mentioned above.According to the definition established by ICAO,CORSIA is the first global market-based measure for any sector and represents a cooperative approach that moves away from a patchwork of national or regional regulatory initiatives.It offers Pillar 4.Sustainability40Pillar

229、5.Willingness to travelThe disparity between Latin Americas 0.6 trips per capita and the 2+trips of mature markets such as the U.S.and Europe highlights a significant gap and shows that there is significant potential in the regions aviation sector.To harness this potential and drive competitiveness,

230、it is important to understand the most important factors that can drive the propensity to travel.GDP per capita(PPP):Adjusted for purchasing power parity,this parameter reflects the economic well-being of the population.Higher GDP per capita usually indicates that citizens have more income available

231、 for discretionary spending,including travel.In the Latin American context,tracking this metric is crucial to observe the growth of the emerging middle class,which tends to travel more as their disposable income increases.Age Dependency Ratio:This demographic metric gives an idea of the size of the

232、working-age population compared to the non-working age group.A lower ratio suggests a larger working-age population,which is often associated with greater economic activity,urban mobility and,consequently,air travel.Latin Americas large youth population could lead to increased demand for air travel

233、as this group becomes economically active.Source:ALTA AnalysisUrbanization rate:As people move to cities in search of better opportunities,they often find themselves closer to transportation hubs,including airports.A rising urbanization rate indicates an increase in travel demand and underscores the

234、 importance of urban infrastructure and air connectivity.Taken together,these factors provide a global perspective on Latin Americas aviation prospects.Aruba has the highest GDP per capita on the list,suggesting that its residents are more financially able to travel.In contrast,Bolivia,although with

235、 a lower GDP,has the lowest Age Dependency Ratio,suggesting a younger population.Urbanization,which makes travel more accessible due to proximity to major airports,is higher in Argentina.The Bahamas,Panama and Chile consistently rank highest on all factors,indicating strong travel demand.For airline

236、s and the travel industry,these indicators highlight potential areas of market growth in Latin America.-0.100.200.300.400.500.600.700.800.90Willingness to travelIndex Pillar 5.Willingness to travelSource:ALTA analysis based on World Bank data.GDP per capita,when adjusted for purchasing power parity(

237、PPP),serves as a reliable indicator of the economic health of a countrys citizens.Higher GDP per capita implies that individuals have more discretionary income to spend,which often includes spending on travel.When people have more purchasing power,they are more likely to travel,whether for leisure o

238、r business.Country GDP per capita,PPP(constant international 2017 USD)IndexAruba$38,8661.00Bahamas$34,1970.88Panama$33,2660.86Chile$25,8860.67Trinidad Tobago$23,5260.61Argentina$22,4470.58Costa Rica$21,9870.57Mexico$19,5470.50D.Republic$19,3380.50Colombia$15,6520.40Brazil$15,0930.39Peru$12,7440.33Cu

239、ba$11,5100.30Ecuador$10,8590.28Jamaica$10,0120.26Belize$9,6980.25El Salvador$9,3970.24Guatemala$9,1620.24Bolivia$8,2010.21Venezuela$6,1060.1600.10.20.30.40.50.60.70.80.91ArubaBahamasPanamaChileTrinidad TobagoArgentinaCosta RicaMexicoD.RepublicColombiaBrazilPeruCubaEcuadorJamaicaBelizeEl SalvadorGuat

240、emalaBoliviaVenezuelaGDP per capitaIndex Pillar 5.Willingness to travelSource:ALTA analysis based on World Bank data.00.10.20.30.40.50.60.70.80.91Age Dependency RatioCountryAge dependency ratioIndexBolivia7.681.00Guatemala7.880.97Belize8.000.96Jamaica9.990.77D.Republic10.950.70Ecuador11.530.67Bahama

241、s11.930.64Mexico12.160.63El Salvador12.330.62Colombia12.510.61Peru12.730.60Venezuela13.000.59Panam a13.170.58Brazil13.710.56Costa Rica15.280.50Trinidad Tobago15.950.48Argentina18.240.42Chile18.420.42Aruba22.970.33Cuba23.000.33The Age Dependency Ratio measures the ratio of dependents(under 15 or over

242、 64)to the working age population(typically between 15 and 64).A lower ratio indicates that a higher proportion of the population is of working age,potentially with more disposable income and a greater likelihood of travel.Conversely,a higher ratio indicates that a larger proportion of the populatio

243、n is dependent,which can put economic pressure on the productive segment,possibly reducing discretionary spending on items such as travel.For a country,understanding this ratio is key,as it can influence travel trends.A balanced age distribution with a sizeable working population can be a positive s

244、ign for increased travel activity.Index Bolivia Guatemala Belize JamaicaD.RepublicEcuadorBahamas Mexico El Salvador Colombia Peru Venezuela Panama Brazil Costa Rica Trinidad Tobago Argentina Chile Aruba CubaPillar 5.Willingness to travelSource:ALTA analysis based on World Bank data.Urbanization Rate

245、 refers to the percentage of the total population living in urban areas.As cities grow and develop,they tend to offer more employment opportunities,better infrastructure and better access to amenities and services.This urban concentration often translates into higher disposable income and greater ex

246、posure to diverse cultures and global trends,which fosters a greater desire to travel.For countries,an increasing rate of urbanization can mean greater potential for foreign travel,which impacts their global competitiveness.00.10.20.30.40.50.60.70.80.91BrazilVenezuelaChileBahamasD.RepublicColombiaCo

247、sta RicaMexicoPeruCubaElSalvadorBoliviaPanamaEcuadorJamaicaTrinidadTobagoGuatemalaBelizeArubaUrbanization RateCountryUrbanization rateIndexArgentina92.231.00Brazil88.000.95Venezuela88.000.95Chile87.820.95Bahamas83.370.90D.Republic83.210.90Colombia81.740.89Costa Rica81.430.88Mexico81.020.88Peru78.500

248、.85Cuba77.000.83El Salvador74.120.80Bolivia70.480.76Panam a68.780.75Ecuador64.360.70Jamaica56.650.61Trinidad Tobago53.270.58Guatemala52.250.57Belize46.200.50Aruba43.870.48Index Pillar 5.Willingness to travelArgentinaPillar 6.International openness and liberalization6.51Open borders and strong intern

249、ational connectivity are key indicators of a countrys integration into the global economy.In Pillar 6,we delve into the metrics that determine such openness:the Henley Passport Index,the Henley Openness Index,and the number of Bilateral Air Services Agreements.The Henley Openness Index(HOI)provides

250、information on the number of countries to which a particular country allows visa-free entry,reflecting its overall openness to travelers.Its counterpart,the Henley Passport Index(HPI),derived from Henley&Partners research,shows the number of destinations that passport holders can access without a vi

251、sa,serving as an indicator of a passports overall strength.Air Service Agreements(ASAs)are critical to a countrys competitive positioning in the global travel market.They determine how many flights and which airlines can operate between two countries.More of these agreements,especially those that ar

252、e fully liberalized,allow for greater air connectivity,encouraging more tourism,trade,and business exchanges.More ASAs usually result in lower airfares due to competition,increased flight frequencies offering better options for travelers and greater economic benefits for the countries involved.To qu

253、antify the liberalization of each countrys air market,we use the same methodology used in the World Economic Forums Travel&Tourism Competitiveness Index.This metric analyzes the number and nature of ASAs maintained by an economy,with weights assigned according to their level of liberalization:tradit

254、ional agreements,0.5;transitional agreements,0.75;and fully liberalized markets,1.0.In Pillar 6,we use these weights to quantify the liberalization of each countrys air market.In Pillar 6,we use these specific metrics to get a clear picture of how well connected a country is to the international tra

255、vel and tourism scene.Being open to more nations and having strong air connections can go a long way in helping a country compete on the global stage.When a countrys borders are open to many others and it has numerous air service agreements,it usually means more tourists,more trade,and more opportun

256、ities for growth.0.000.100.200.300.400.500.600.700.80International Openness and LiberalizationPillar 6.International openness and liberalizationSource:ALTA analysis based on Henley&Partners-0.200.400.600.801.001.20BoliviaEcuadorBahamasJamaicaPanamaD.RepublicBelizeTrinidad TobagoBrazilColombiaPeruCos

257、ta RicaChileArgentinaElSalvadorGuatemalaMexicoVenezuelaArubaCubaOpenness of visasCountry#of origin markets not requiring visasIndexBolivia1781.00Ecuador1720.97Bahamas1210.68Jamaica1210.68Panama1200.67D.Republic1070.60Belize1040.58TrinidadTobago1030.58Brazil1020.57Colombia1020.57Peru1000.56CostaRica9

258、60.54Chile920.52Argentina900.51ElSalvador870.49Guatemala870.49Mexico680.38Venezuela670.38Aruba580.33Cuba210.12Henley Openness Index(score)Pillar 6.International openness and liberalization-0.200.400.600.801.001.20ChileArgentinaBrazilMexicoBahamasCosta RicaTrinidad TobagoPanamaPeruGuatemalaElSalvador

259、ColombiaVenezuelaArubaBelizeEcuadorJamaicaBoliviaD.RepublicCubaHenley Passport IndexCountry#of destinationnot requiring a visaIndexChile1771.00Argentina1740.98Brazil1730.98Mexico1620.92Bahamas1580.89CostaRica1520.86TrinidadTobago1510.85Panama1490.84Peru1420.80Guatemala1370.77ElSalvador1360.77Colombi

260、a1350.76Venezuela1260.71Aruba1170.66Belize1040.59Ecuador950.54Jamaica900.51Bolivia820.46D.Republic740.42Cuba640.36Source:ALTA analysis based on Henley&PartnersHenley Passport Index(score)Pillar 6.International openness and liberalizationSource:ALTA analysis based on DATATURSource:WEF T&T indices00.1

261、0.20.30.40.50.60.70.80.91Air Service AgreementsCountryNumber of bilateral air services agreements by liberalization levelIndexD.Republic48.81.00Brazil30.30.62Chile26.30.54Jamaica240.49Argentina23.50.48Mexico21.30.44Costa Rica17.80.36Colombia170.35Panam a15.50.32Bahamas140.29Peru11.30.23Bolivia10.50.

262、22Ecuador9.50.19Venezuela9.30.19Trinidad Tobago7.50.15Guatemala60.12Aruba60.12El Salvador3.80.08Case study:Potential benefits of visa liberalization and market opening.Recent studies and experiences show that the removal of visa requirements and the opening of air markets can generate more tourists,

263、better trade,and higher economic growth for countries.As of November 9,2012,the Mexican government eliminated the visa requirement for Peruvians and Colombians traveling to Mexico.This generated benefits for both tourism and air passenger volume between Mexico and both countries.In 2022,921,000 more

264、 Colombians and Peruvians visited Mexico compared to 2012,bringing an additional US$499 million to the Mexican economy,based on average spending per tourist of US$542 per visit.0200,000400,000600,000800,0001,000,0002010 2011 2012 2013 2014 2015 2016 2017 2018 2019 20202021 2022Historical tourist arr

265、ivals from Colombia and Peru.ColombiaPeruIndex Pillar 6.International openness and liberalizationU.S.based airlinesMarket stimulation caused by visa exemption(O&DPax)RoutePAX 2012PAX 2022CAGRBOG-MEX 247,655608,0169.3%BOG-CUN 32,791472,91630.2%MDE-MEX18,765195,24224.6%MDE-CUN1,081214,62059.5%LIM-CUN9

266、0,259272,25511.5%20122023RouteOperatingairlinesWeeklyflightsBOG-MEX3354244MDE-MEXMDE-CUN00OperatingairlinesWeeklyflights200256391410CUN-LIM29331BOG-CUN010,00020,00030,00040,00050,00060,00070,000MillionsHistorical annual commercial available seats per kilometer(ASKs)between MX and the U.S.Mexico-base

267、d airlines*There have been+20 new routes launched between the two countries since 2016.The U.S.-Mexico open skies agreement has greatly boosted international trafficAs of August 2016,the United States and Mexico signed the MX-US Open Skies agreements.UU.and opened their air markets to their airlines

268、.And since then,U.S.and Mexican airlines can fly any route they want between the two countries,with no frequency limit(except from MEX which still limits the numbers of operations).The agreement has allowed both countries to further strengthen their dynamic commercial and economic relationship and o

269、ffer better options to travelers.Since the agreement came into effect,more than 20 new routes have been launched and passenger traffic has experienced very positive growth.Pillar 6.International openness and liberalizationPillar 7:International Connectivity7.International connectivityAir connectivit

270、y reflects how well connected a country is with cities around the world.Increasing and accessing greater air connectivity is essential for a country to develop economic linkages.Air connectivity drives the development of value chains,global trade,and international mobility,enabling companies to comp

271、ete to attract tourism and foreign investment.Therefore,the more air connections a country has,the greater its ability to deliver economic benefits to communities.Pillar 7:International Connectivity7.1.Connectivity index Given the importance of connectivity and its relationship to economic developme

272、nt,for this section we have calculated international and intra-regional connectivity to measure and quantify how well connected a country is to the global air transport network.The index,based on methodologies used by other renowned organizations such as IATA,is calculated by measuring the number of

273、 destinations served and seats available from each countrys main airports.In other words,the connectivity indicator considers the number of seats available for each of the destinations served during a specific year,in this case 2023.The number of total seats available for each destination is weighte

274、d according to the size of the destination airport,such weighting is given in terms of the total seat capacity for the year and the number of destinations served from that airport.The average of these two indicators is the metric by which each airport is weighted or assigned a weight.The weighting o

275、f each destination gives an indication of the economic importance of the destination airport and the number of indirect connections it can provide.For example,Dubai Airport(DXB),being the airport with the largest international capacity,has a weighting of 1,while London Heathrow(LHR),which provides 8

276、4.3%of the number of seats and 88%of the destinations offered by DXB,has a weighting of 0.86.Therefore,if an airport has 100 flights available to DXB,it is assigned a weighted total of 100.But if it also has 100 flights available to LHR,it will be assigned a weighted value of 86.The sum of all weigh

277、ted totals for each destination served will determine the final absolute connectivity indicator.The index has been calculated as follows:Therefore,a given country with a higher number of destinations and total seats will have a higher connectivity index score.For more details on the global connectiv

278、ity index score,please refer to Annex 3.The absolute connectivity index score does not necessarily guarantee the best measure of quality in connectivity,as countries are in different situations,contexts and locations that directly impact their air connectivity.Countries with larger economies and lar

279、ger populations have more destinations and seats available,leading to greater connectivity.For this reason,two adjustments were made to the absolute connectivity score,obtaining a final score by means of a weighted average,assigning the greatest weight to the absolute international connectivity meas

280、ure.Adjustment considering per capita travel.Adjustment for travel per capita andGDP per capita.-0.100.200.300.400.500.600.700.800.901.00International Connectivity Ranking(Frequencies Connectivty Index*connectivity coefficient of the destination airport)Pillar 7:International ConnectivityThe followi

281、ng section evaluates absolute international air connectivity by country and airport,as well as connectivity adjusted for the two parameters explained above.The analysis presented compares data and scores to 2019,as air traffic and connections decreased in 2020 and 2021 due to the pandemic.This provi

282、des a better understanding of the progress and recovery of air connectivity in the region and globally.A similar analysis is also presented for intra-regional connectivity.The Pandemics Impact on LAC Connectivity The impact of the pandemic and the restrictive measures imposed by governments on inter

283、national travel to contain the spread of the virus led to a prolonged and near-total shutdown of international aviation,resulting in significant disruption of connectivity worldwide.The number of connected airport pairs was significantly reduced.With the slow lifting of restrictions on international

284、 passengers,connectivity in the region has been fully restored.Regionally,during 2019 there were 2,713 connected airport pairs,while in 2023 there were 2,743,or 1%above pre-pandemic levels.Connectivity Index 2023Index 2019Global 2023Global Ranking 2019Growth 2023vs2019Mxico35,98036,3142435-1%Colombi

285、a14,69013,046505713%RepblicaDom.14,04712,448546113%Brazil13,87017,2365550-20%Panam8,9259,4516868-6%Argentina6,8128,4377576-19%Costa Rica5,5185,14386947%Per5,8097,0388482-17%Jamaica5,2445,22187910%Bahamas4,9265,6028890-12%Cuba6,2718,6988173-28%Chile4,3995,6669088-22%Ecuador3,8613,89293101-1%El Salvad

286、or3,4543,67297103-6%Guatemala3,1522,78610310913%Aruba2,0572,369111116-13%Venezuela1,6851,803120126-7%Trinidad.1,2801,990132122-36%Bolivia1,0071,267143140Absolute International Connectivity-5,00010,00015,00020,00025,00030,00035,00040,000MexicoColombiaD.RepublicBrazilPanamaArgentinaCubaPeruCosta RicaJ

287、amaicaBahamasChileEcuadorEl SalvadorGuatemalaArubaVenezuelaTrinidadBoliviaAbsolute connectivityAbsolute international connectivity by country(2023 vs.2019)20232019Source:ALTA analysis based on Amadeus Travel Intelligence Market Insight.Pillar 7:International Connectivity-21%CountryConnectivity Ranki

288、ng In terms of absolute connectivity for the countries studied in this competitiveness index,Mexico scored the best in international connectivity in 2023,and remains only 1%below 2019.It was followed by Colombia,the country that showed the highest growth in connectivity relative to pre-pandemic leve

289、ls(+13%)and the Dominican Republic,which also performed well with 13%growth.It is important to note that in 2019,Brazil reached second place after Mexico,however,in 2023 it ranked fourth,being 20%below pre-pandemic levels.These results are not surprising given that these three countries were the fir

290、st to recover their international traffic volumes in April 2022.Adjustment relative to per capita travel In terms of relative connectivity adjusted to per capita travel per country,the Bahamas presents the highest levels of connectivity in contrast to Mexico,which while remaining within the top posi

291、tions,drops to third place,despite having the highest absolute connectivity of the countries included in the study.The first two positions correspond to two small Caribbean islands that rely heavily on inbound tourism and which,in 2023,had the highest number of trips per capita in the region,Aruba w

292、ith 26.4 and Bahamas with 12.6.Aruba experienced a decline in connectivity with respect to 2019 of 7%,while Bahamas only reaches 2%of pre-pandemic levels.Dominican Republic,meanwhile,stands out as the country with the highest growth in international connectivity(+49%vs 2019).Source:ALTA analysis bas

293、ed on Amadeus Travel Intelligence Market Insight and World Bank010,00020,00030,00040,00050,00060,00070,000Trips with absolute connectivity per capita2023201905.010.015.020.025.030.0Number of air trips per capita(2023 vs.2019).20232019Pillar 7:International ConnectivityBahamasArubaMexicoD.RepublicJam

294、aicaPanamaColombiaCostaRicaBrazilChileArgentinaBelizeEl SalvadorCubaTrinidadEcuadorGuatemalaBoliviaVenezuelaPeruArubaBahamasBelizeJamaicaD.RepublicCosta RicaTrinidad.PanamaChileColombiaMexicoBoliviaPeruEl SalvadorArgentinaBrazilCubaEcuadorGuatemalaVenezuelaInternational connectivity adjusted by numb

295、er of trips per capitaIntraregional connectivity An indicator derived from international connectivity is intraregional connectivity,which measures air connectivity within a region.The intraregional connectivity index measures and quantifies how well connected a country is to the air transport networ

296、k of Latin America and the Caribbean.The index is calculated similarly to the global connectivity index,measuring the number of destinations in the region and seats available from a countrys main airports.The 2023 scores for the countries studied are shown below.For more details on the scores for ea

297、ch of the countries in Latin America and the Caribbean,see Annex 3.1.Source:ALTA analysis based on Amadeus Travel Intelligence Market Insight.CountryIntraregional Connectivity Index Intraregional Connectivity Index 2019RankingRanking2019Growth vs2019Colombia19,16219,43411-1%Mexico13,55214,56424-7%Br

298、asil12,85017,73632-28%Panam a12,76213,38745-5%Argentina12,02114,93353-20%Peru9,41112,96066-27%Chile8,89912,24577-27%D.Republic7,9426,6638919%Ecuador7,1257,36598-3%CostaRica5,5966,3791010-12%Venezuela4,1313,717111311%Guatemala3,4493,6271214-5%El Salvador2,6914,2121412-36%Cuba2,6725,1391511-48%Bolivia

299、2,3073,1661818-27%Aruba1,8551,454212628%Trinidad.8051,3982827-42%Jamaica7247693035-6%Belize4304433443-3%Bahamas1963024644-35%-5,00010,00015,00020,00025,000ColombiaMexicoBrazilPanamaArgentinaPeruChileD.RepublicEcuadorCostaRicaVenezuelaGuatemalaEl SalvadorCubaBoliviaArubaTrinidadJamaicaBelizeBahamasAb

300、solute Intraregional Connectivity20232019Intraregional Connectivity by country(2023 vs.2019)Pillar 7:International ConnectivityColombia ranked first in the interregional ranking for 2023 and is only 1.4%away from reaching its 2019 levels.Second place went to Mexico,which made very positive progress

301、as it ranked#4 in 2019.However,this represented a 7%drop compared to 2019.Brazil ranked#4 after being in second place in 2019.Venezuela stood out as one of the countries with the highest growth(+11%vs 2019)and moving up two places compared to 2019.Conversely,one of the countries with the lowest grow

302、th in connectivity was Cuba,which had a decrease of almost 50%compared to 2019.Intraregional connectivity for the top 25 LAC airportsIn the interregional connectivity index by airport,Panama(PTY)led the ranking as it did in 2019,albeit with a 5%decrease compared to the same year.It was followed by B

303、ogota(BOG),which ranked 4th in 2019 and had a 6%decrease.In the city of Buenos Aires specifically,Aeroparque Airport(AEP)experienced an impressive 388%growth versus 2019.On the other hand,other airports highlighted for their significant growth were Santo Domingo in the Dominican Republic(SDQ)with 29

304、%and Medellin(MDE)with 21%.Source:ALTA analysis based on Amadeus Travel Intelligence Market Insight.-5,00010,00015,00020,00025,00030,00035,00040,000Absolute ConnectivityInternational versus interregional connectivity by country InternationalWithin LAC-2.0004.0006.0008.00010.00012.00014.000Absolute c

305、onnectivityThe 20 most connected airports in LAC in terms of interregional connectivity20232019Pillar 7:International ConnectivityCase study:The increase of connectivity in Colombia and its benefits in the international passenger market.International connectivity in Colombia has shown outs-tanding p

306、erformance in the last 5 years,with a growth of 31%compared to 2017,moving from 60th place in the world ranking to 39th and from 4th place in the region in 2017,to 2nd in 2022.It is also worth noting that despite the impact of the CO-VID-19 pandemic,international connectivity in Colombia has been re

307、silient and has managed to recover formida-bly,being one of only 2 countries in the region along with the Dominican Republic that surpassed its 2019 levels with a 7%increase.DownNeutralUpBrazil,14Dominican Republic,12Colombia,11Panama,9Peru,6Costa Rica,5Mexico,3520172022Mexico,34Colombia,15Dominican

308、 Republic,13Brazil,12Panama,9Costa Rica,6Peru,5Air connectivity Absolute Score(thousands)Selected Countries in LACPillar 7:International ConnectivitySource:ALTA analysis based on Amadeus Travel Intelligence Market Insight.BrazilDominican RepublicCosta Rica Trinidad.MexicoColombia Chile Argentina Per

309、u Panama CubaEcuador Bolivia Bahamas Jamaica Venezuela Belize El Salvador GuatemalaAruba Absolute Connectivity Growth by Country(2022 vs.2017)-60%-40%-20%0%20%40%MexicoColombia BrazilDominican RepublicCosta Rica Trinidad.Chile Argentina Peru Panama CubaEcuador Bolivia Bahamas Belize Jamaica Venezuel

310、a El Salvador GuatemalaAruba Absolute Air Connectivity by country(2022 vs.2017)40,00035,00030,00025,00020,00015,00010,0005,000-20172022Pillar 7:International ConnectivityThis growth in absolute connectivity has contributed to Colombias air transport market growing significantly over the last 5 years

311、.From having a total of 35.6 million passengers(12.3 international)in 2017 to 47.9 million(15.2 international)in 2022,i.e.1.3 more passengers traveling to and from Colombia,with a CAGR of 6.1%(for more information on the performance of some key metrics and statistics of Colombias air transport,refer

312、 to Annex 1:Country Profiles,Colombia).On the other hand,Colombian cities have had an outstanding performance with a significant increase in their connectivity levels.Bogota went from being the fifth most connected city in LAC to the third in 2022,an increase of 20%,growing more than Cancun or Mexic

313、o City,two leading cities in connectivity in the region.Medellin was one of the cities that presented the greatest increase in international connectivity with a significant growth of 88%,followed by Pereira with 67%,Cali with 37%and Cartagena with 34%more.Of the 10 international routes with the high

314、est growth in number of passengers and which at least doubled their annual traffic,have as origin or destination,some of the cities with the highest growth in connectivity,especially Bogota and Medellin.Source:ALTA analysis based on AerocivilDomestic and international passengers to/from Colombia(201

315、2-2022)3530252015105-202220212020201920182017InternationalDomesticMillions PaxInternational CAGR:4.3%Domestic CAGR:7%Top 25 LAC cities with highest connectivity growth 2022 vs.2017100%90%80%70%60%50%40%30%20%10%0%MDEJBQCULPEIRTBCAYGEOACANATVCPRIHCLOCURFORCTGTRCGGTPUJBOGLIRSJDSTIBGAMLMMPNPillar 7:Int

316、ernational ConnectivityThe increase in connectivity has brought important benefits,in addition to the growth of international traffic.The main indicators of the aviation market in Colombia have shown growth,for example,the number of airlines operating international flights has grown by 31%,or,on the

317、 other hand,the number of international trips per capita went from 0.25 to 0.28,representing an increase of 12%.Fuente:Anlisis ALTA basado en Amadeus Travel Intelligence y Aero civilGrowth20222017Main international indicators by market 24%15.212.3International passengers(millions)25%21.317Internatio

318、nal seats(millions)14%122,077107,518International frequencies 31%3829International airlines operating 21%11696International city pairs 7%2,6922,518Average distance on internationalroutes(kms)12%0.280.25International travel per capita 18%4.63.9International tourists(millions)Route2017 passengers 2022

319、 passengersGrowthCTG PTY132,717274,990107%BOG PUJ87,490213,117144%CTG MIA83,626177,801113%BOG YYZ75,727232,672207%JFK MDE63,478135,459113%MDE MEX59,526178,140199%LIM MDE54,089117,008116%BOG SDQ45,255157,269248%CUN MDE40,852180,493342%BOG CUR37,08175,825104%Pillar 7:International ConnectivityAnnex 1.

320、Country Profiles65Passenger Traffic200420052006200720082009201020112012201320142015201620172018201920202021Millions0510152020232022TOP International Markets(O&D Traffic)Passengers(thousands)050100150200400BOG-PTY371MIA-PTY315PTY-SJO298CCS-PTY218MDE-PTY202CUN-PTY152GUA-PTY148HAV-PTY148MEX-PTY148LIM-P

321、TY133250300TOP Domestic Markets(O&D Traffic)DAV-PTY115DAV-PAC47BOC-PAC25BLB-DAV13CHX-PAC11BOC-DAV9BOC-CHX7020406080140100120350PanamaMain indicators(2023)18.3 million21.4 million10192771041.5 million9.2%1.4Passenger TrafficTotal Seating CapacityInternational RoutesDomestic RoutesNo.of airlines opera

322、tingNo.of airports with commercial trafficTotal fleetInternational tourists(2022)Travel&tourism%of GDPTravel per capita OperatingCostsQuality ofInfrastructureTaxes andFeesSustainabilityWillingnessto TravelInternationalOpennessand LiberalizationInternational ConnectivityPanamaAveragePanama(1st/20)Tot

323、al points:7.34Main airlines(2023)Passengers(millions)ASKs(millions)Seats(millions)Flights15.6941,60018.14 115,3920.474260.613,2630.361,2920.422,3210.282,5820.361,0620.232,2020.257080.161,5740.185480.163420.181,3880.151620.211,1990.151,2970.165240.141,4500.18616Source:Amadeus Travel Intelligence-Mark

324、et InsightPassenger TrafficChileMain indicators(2023)Passenger TrafficTotal Seating CapacityInternational RoutesDomestic RoutesNo.of airlines operatingNo.of airports with commercial trafficTotal fleetInternational tourists(2022)Travel&tourism%of GDPTravel per capita 25.7 million30.3 million514225201

325、452 million9.7%1.28Millions051015202530200020052006200720082009201020112012201320142015201620172018201920202021202320012002200320042022OperatingCostsQuality ofInfrastructureTaxes andFeesSustainabilityWillingness to TravelInternationalOpennessand LiberalizationInternational ConnectivityChileAverage C

326、hile(2nd/20)Total points:6.89TOP International Markets(O&D Traffic)TOP Domestic Markets(O&D Traffic)0100200300400800LIM-SCL714AEP-SCL582GRU-SCL573EZE-SCL554GIG-SCL547MIA-SCL309BOG-SCL279CUN-SCL251MAD-SCL198PUJ-SCL17950060070006008001,0001,2002,000ANF-SCL1,756CJC-SCL1,730IQQ-SCL1,401PMC-SCL1,272CCP-S

327、CL1,131SCL-ZCO945LSC-SCL732CPO-SCL636ARI-SCL554PUQ-SCL5501,4004002001,6001,800Passengers(thousands)Source:Amadeus Travel Intelligence-Market InsightMain airlines(2023)Passengers(millions)ASKs(millions)Seats(millions)Flights13.6632,39216.0579,0725.608,0906.6034,2143.495,6304.19 20,5800.552,8960.603,6

328、780.351,7820.422,3340.344390.392,4140.323,9220.361,0690.252,1060.301,2140.222,7610.247300.191,7700.23730Main indicators(2023)Passenger TrafficTotal Seating CapacityInternational RoutesDomestic RoutesNo.of airlines operatingNo.of airports with commercial trafficTotal fleetInternational tourists(2022)

329、Travel&tourism%of GDPTravel per capita 111.5 million143.8 million194487411675153.6 million7.6%0.44BrazilOperatingCostsQuality ofInfrastructureTaxes andFeesSustainabilityWillingnessto TravelInternationalOpennessand LiberalizationInternational ConnectivityBrazilAverage Brazil(3rd/20)Total points:6.77T

330、OP International Markets(O&D Traffic)TOP Domestic Markets(O&D Traffic)0100200300700GRU-SCL573GIG-SCL547EZE-GIG477AEP-GRU459GRU-MIA369GRU-LIS335AEP-GIG315EZE-GRU310GRU-JFK264GRU-MCO22540050060005001,5002,0002,5003,500CGH-SDU3,166BSB-CGH1,864CGH-POA1,764CGH-CNF1,614GRU-REC1,268CGH-SSA1,195CGH-CWB1,187

331、BSB-SDU1,012CGH-REC1,010GRU-POA1,0093,0001,000Passengers(thousands)Source:Amadeus Travel Intelligence-Market InsightPassenger Traffic200020052006200720082009201020112012201320142015201620172018201920202021020406080100120140202320012002200320042022MillionsMain airlines(2023)Passengers(millions)ASKs(m

332、illions)Seats(millions)Flights37.830.329.21.91.11.10.90.80.80.783,13342,31743,55116,2676,2012,3207,6696267,1197,27149.838.937.92.31.31.21.11.30.90.8267,964217,229304,9778,3327,6367,5783,86819,0693,4792,570CarrierMain indicators(2023)Passenger TrafficTotal Seating CapacityInternational RoutesDomestic

333、 RoutesNo.of airlines operatingNo.of airports with commercial trafficTotal fleetInternational tourists(2022)Travel&tourism%of GDPTravel per capita 2.4 million 2.9 million30111217 0.22 million7.6%1.4Trinidad and TobagoOperatingCostsQuality ofInfrastructureTaxes andFeesSustainabilityWillingness to TravelInternationalOpennessand LiberalizationInternational ConnectivityTrinidadTobagoAverageTrinidad an