The airport authority DAA, based in Dublin, has expressed its disappointment over the decision from the aviation authority to review its proposed charges against airlines for the upcoming year. Plans indicated a charge of €13.05 per leaving passenger during the summer, and €9.30 in the winter, as well as a €2.65 and €2.10 transfer fee per person in summer and winter respectively.
The findings of an inquiry by the aviation watchdog, launched following a complaint by Ryanair, validates parts of the complaint and urges DAA to reevaluate the charges. However, it did not bind DAA to any changes. This has been frowned upon by DAA, who stressed that their yearly review of charges complies with regulations, and dismissed the singular complaint in light of an absence of grievances from other airport users.
The DAA further revealed its dissatisfaction with Ryanair for casting doubt on its efforts to facilitate a more environmentally sensitive fleet at Dublin through these charges. The DAA has said these would aid their goals for sustainability. It also expressed disapproval at the aviation authority for questioning the suitability of charges aimed at reducing noise and CO2 missions, as well as the Dublin Airport Low Emissions Aircraft Discount initiative.
According to a comprehension, the DAA seems to have gained confidence in its stance due to divergent viewpoints from various airlines, contrasting with that of Ryanair on the reason for its grievance. The verdict, as emphasized by sources, intends to revise the rationale behind fees in accordance with “relevance, objectivity, and transparency”.
Ryanair had raised objections against the disparity in charges for outbound and transitioning passengers, contending that the airport didn’t offer clear explanations for these variations, which stand at 80% in the summer and 77% in the winter.
Further, Ryanair disputed the fees related to runway usage, which are grounded on an aircraft’s weight. One of the contentions was that larger aircraft operated by competitors were charged less per tonne compared with Ryanair’s Boeing 737-800s.
Ryanair also stated that Dublin’s reductions aimed at low-emissions airplanes, intending to curtail runway and passenger charges by 25%, led to merely 12.5% in actual deductions. Ryanair laid out the case that it advocated for steeper discounts for heavier aircraft, contributors to higher emission, and dismissed the airlines’ initiatives to reduce carbon dioxide emissions.
Dublin Airport suggested the implementation of a nitrogen oxide fee per aircraft, foreseeing potential infringements of European Union limits. Such a move, warned Ryanair, would translate to increased fees for aircraft with lesser carbon emissions.
Moreover, the airline cast doubt on whether nitrogen oxide posed a concern at the airport or even within the Republic at large.