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### Viewing cable 03OTTAWA385, Air Canada's financial woes may spur GOC to alter fees

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Reference ID | Created | Released | Classification | Origin
--- | --- | --- | --- | ---
03OTTAWA385 | 2003-02-07 20:07 | 2011-04-28 00:00 | UNCLASSIFIED | Embassy Ottawa

`

    This record is a partial extract of the original cable. The full text of the original cable is not available.

` `

    UNCLAS SECTION 01 OF 02 OTTAWA 000385

    SIPDIS

    STATE FOR WHA/CAN - PATRICIA NORMAN, EB/TRA - SUSAN PARSONS

    STATE PASS USTR FOR JOHN MELLE

    USDOT FOR JEFF SHANE AND SUSAN MCDERMOTT

    FAA FOR KRISTA BEREQUIST

    TSA FOR SUSAN WILLIAMS

    SIPDIS

    E.O. 12958: N/A
    TAGS: EAIR EINV CA
    SUBJECT: Air Canada's financial woes may spur GOC to alter fees

    1.(U) Portions of this message are Sensitive But
    Unclassified, please treat accordingly.

    SIPDIS

    -------
    Summary
    -------

    ¶2. (U) Air Canada's fourth quarter losses in 2002 are
    significant and have forced that airline to try to sell its
    maintenance, ground handling and commuter-feeder airline
    units. The federal government may reduce the air security
    fee from C$24 to C$18 to boost air travel, but there are few
    other options for federal cost cutting that can be passed on
    to the airline sector and traveling public. In the wake of
    global turbulence in the air travel sector, Air Canada and
    Canada's other airlines will have to adapt and restructure
    to the new market realities rather than rely on GOC
    maneuvering. However, restructuring may prove difficult
    unless the airline can attract foreign capital. End summary.

    ¶3. (U) After posting profits in the spring and summer of
    2002, Air Canada, which accounts for more than 70 percent of
    all air passenger travel in Canada, took a beating in the
    last three months of 2002.  The airline lost C$364 million
    dollars (US$239 million) in the period, compared to C$277
    million dollars (US$182 million) in the period in 2001.  To
    stem its losses, the company intends to: 1) sell stakes in
    its aircraft maintenance, ground handling and regional
    airline units; 2) seek changes in work rules and other
    concessions from its 36,000 employees, and 3) turn its cargo
    operation, employing 1,700 people, into a separate
    subsidiary.

    ¶4. (U) The troubles of Air Canada have led the Minister of
    Transportation, David Collennette to consider reducing the
    government imposed C$24 a ticket airline security fee and,
    or, reduce other fees such as navigation system charges and
    airport landing fees.

    ¶5. (SBU) According to Ministry of Finance officials the
    lowest the security fee could be reduced to, and still meet
    revenue needs given federally mandated aviation security
    expenditures, is C$18.  An official with the Airline Pilots
    Association (ALPA) in Ottawa is confident that the fee will
    indeed be lowered, however, whether it will be reduced
    across the board or will be prorated on distance flown, is
    still up in the air.

    ¶6. (U) The Minister's expostulations on reducing Navigation
    fees and airport fees are much less certain. The entities
    that collect these fees and provide the corresponding
    services are private sector corporations that have not been
    under federal government management since the mid- to late-
    1990s.  These non-share corporations cannot raise equity
    capital and must rely on fees and debt to finance their
    activities (and all surplus funds must be reinvested in the
    corporation). NAV Canada, which provides Canada's Air
    Navigation Services, was spun out of the federal government
    in 1996.  It owns its infrastructure assets and sets its
    fees independent of the GOC.

    ¶7. (U) The federal government, however, remains the owner of
    Canada's major airports, although they are operated by
    independent local "Airport Authorities" (and the GOC is paid
    rent under sixty-year long lease arrangements). The airport
    authorities' fees and charges are not subject to review by
    the GOC. In particular Airport Improvement Fees (AIF)
    provide an attractive revenue source since passengers are
    largely captive. All major Canadian airports have either
    introduced AIFs or are in the process of doing so. Thus the
    GOC cannot simply force the airport authorities or NAV
    Canada to reduce fees - and unless the GOC provides
    operating subsidies to these entities to make up for any
    lost revenue there would be no incentive for them to do so.
    In a best case scenario the GOC would have only the option
    of reducing the rent it takes from the airport authorities
    and hope that the airports would pass the savings along to
    air travelers, perhaps by reducing AIFs.

    -------
    Comment
    -------

    ¶8. (SBU) At this juncture the conventional wisdom among
    airline industry observers is that the GOC is very unlikely
    to engage in direct subsidies of NAV Canada and the airports
    to save money for the airlines.  An overt bailout of Air
    Canada, of the type seen in the United States post 9-11 is
    also not on the table.  The big losses posted by Air Canada
    this past quarter now places all of North America's "full
    service" carriers in the same tough financial straits but,
    despite the serious crisis in the industry, Minister
    Collenette's only real option is to reduce the security fee.
    Indeed, Collenette has inferred there is little the
    government can do in the face of a global decline in air
    travel in the wake of 9-11 - and it will be up to Air Canada
    to continue to adapt and restructure to become profitable
    under the new market conditions.  After all, the "low-cost"
    model airlines (e.g. Southwest, Jet Blue, and Canada's
    WestJet) are managing to make money. Embassy doubts whether
    Air Canada will be able to raise enough cash by selling
    assets to Canadian entities; a significant investment of
    foreign capital in the Canadian aviation industry will be
    vital to Air Canada's long-term health.  However, given the
    current state of the industry, it is not clear where that
    capital will be found.

    Kelly

`