By Anne Graham
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Extra resources for Managing Airports, Third Edition: An international perspective
Example text
For instance the UK government had a golden share in BAA which gave it the right of veto over undesirable takeovers deemed to be against national interests and capped the amount of shares that any one shareholder can hold at 15 per cent. However, the European Court of Justice declared this type of shareholding to be illegal in 2003 because it prevents capital movements within the EU. When the government maintains a partial share in the business, this will give it some influence over strategic decisions affecting the airport.
Such developments generally gave the airports more commercial and operational freedom, and sometimes opened the door to private sector investment and partnerships. There had always been a number of airports, such as Amsterdam and Frankfurt, which had been run by airport corporations or companies. However, changing attitudes in the 1970s and 1980s led to many more airport authorities and companies being established. For example, in 1972 the International Airports Authority of India was established to manage the country’s four international airports, while in 1986 the domestic airports came under the control of the National Airports Authority.
7). Four of these (Pointe à Pitre, Fort de France, Saint Denis–Réunion and Cayenne) were overseas airports. With all of these the legislation stated that the French government would remain the landowner but private companies would be created and granted a long-term airport concession (of a maximum of 40 years). Initially these private companies would only have public shareholders, namely the French state (60 per cent), local authorities, and the chamber of commerce and industry but there could be the possibility of private investors later.