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import diesel and gasoline either and, of course, the necessary investments in infrastructure
cannot be paid by jet fuel imports alone, says Felipe De Oliveira, IATA Assistant Director,
Airport Infrastructure and Fuel.
The Brazilian government has exacerbate the problem with an exorbitant jet fuel pricing policy
based on US Gulf prices. It is estimated that this costs airlines an extra $400 million per year.
Although Petrobras isnt a monopoly by law, IATA is calling for the government to regulate to
create a level playing field and set up genuine competition in the fuel supply market by forcing
pipelines to be common use.
No Eastern promise
Oil companies are also largely in control of the infrastructure in Europe. There isnt a problem at
the vast majority of hubs, which can have up to 10 suppliers competing for airline custom.
Nevertheless, with infrastructure being controlled by a small handful of players, bottlenecks do
occur and a new supplier does need to be on top of its logistical game to compete. Europes
tough environmental standards and relatively small margins also make market entry increasingly
difficult.
Problems tend to get worse the further east you go in Europe. At Warsaw Airport in Poland, for
example, Petrolot, the monopoly supplier until recently, through a parent company and various
subsidiaries, still controls the show. The cost of fuel there is well above the European average.
IATA and the airlines have worked hard to highlight the situation and more open access is on its
way. Already, prices have dropped slightly as two new suppliersalbeit with small volumes
have entered the market but there is still a long way to go and IATA continues to be vigilant.
Meanwhile, in Russia progress has been made thanks to the introduction in 2009 of the antimonopoly Decree No599. This enables non-discriminatory access to jet fuel infrastructure at
Russian airports. As a result, additional fuel farms have been built at 13 airports while four other
independent complexes are to be launched in Pulkovo, Domodedovo, Vnukovo and YouzhnoSakhalinsk airports. Jet fuel prices that were above the average for Europe in 20082009 are now
consistently below that.
India is in a similar situation. Airports such as Mumbai are struggling from lack of access to
infrastructure although IATAs efforts to bring about more effective fuel supply competition has
progressively paid off after the government issued instructions for open access to jet fuel
infrastructure at Kolkata and Chennai airports.
Sydney struggles
Australia also has its problems with Sydney often held up as an example of how it can all go
wrong. The problem with fuel supply and its cost in Australia is the combination of lack of
infrastructure and lack of suppliers, says Warren Bennett, the former Executive Director, Board
Distorted market
Improving jet fuel supply is critical to airline sustainability. Moving toward the system used in
the United States would be a good start. Most of the major US airlines self-supply as the
infrastructure is owned by third parties and not by the oil companies. This makes it possible to
transfer fuel from just about any US refinery to any US airport as long as the airline is willing to
meet the transportation and maintenance costs. In short, it is a competitive, robust market.
Denying the benefits of competition results in market distortions, says Tony Tyler, IATAs
Director General and CEO. That is not good for the airlines and in the long term, not good for
suppliers or local economies that depend on connectivity provided by aviation for growth.
Transparency and competitive markets for the supply of fuel will remain a
key priority for IATA and the airlines.