On Wednesday 7 November 2018, Frontier Economics is co-hosting a seminar with the Melbourne School of Government at the University of Melbourne. Gus O'Donnell, Chairman of Frontier Economics Ltd (our sister company headquartered in the UK) will be presenting a public seminar on "Changing Behaviour in the Public and Private Sectors".
This seminar looks at the challenges in applying behavioural insights to alter behaviour in both the public and private sectors.
Gus O'Donnell served three Prime Ministers as the UK’s Cabinet Secretary and head of the British Civil Service between 2005 and 2011. After stepping down as Cabinet Secretary, he was made a life peer of the House of Lords. He has held senior roles at the UK Treasury (including as Permanent Secretary of the Treasury between 2002 and 2005), the British Embassy in Washington, International Monetary Fund and the World Bank. Before joining the British Civil Service in 1979, Gus was a lecturer in economics at the University of Glasgow. He has written and spoken extensively on the use of behavioural economics in policymaking.
Date: Wednesday 7 November
Time: 1.00 - 2.15 pm, followed by light lunch
Venue: Terrace Lounge, Melbourne School of Government, Walter Boas Building
Enquiries: msog-events@unimelb.edu.au
In 2018, the Productivity Commission has been examining airports regulation in Australia. The inquiry, the third since the move to a price monitoring framework in 2002, has attracted submissions from airports, airlines, other airport users and other regulators. There were 68 initial submissions made to the inquiry.
Frontier Economics prepared submissions on behalf of Airlines for Australia and New Zealand, and for Australian Finance Industry Association (on behalf of car rental operators). Our submissions covered market power, airport profitability, the costs and benefits of regulatory reform and weaknesses in the existing regime (including the impact of changes in the Part IIIA National Access Regime).
We have also reviewed the Australian Competition and Consumer Commission's (ACCC) submission with interest. As the long-time monitor of airports’ conduct, its submission is likely to hold particular weight.
The ACCC’s submission to the Productivity Commission’s 2018 review of airports regulation was recently published.
As the long-term monitor of the four major Australian international airports (Sydney, Melbourne, Brisbane and Perth), the ACCC’s submission might be expected to hold significant weight for the review. Given its monitoring role, the ACCC’s submission can draw on a substantial body of evidence relating to its monitoring activities. However, the submission is also an opportunity for the ACCC to submit on the merits of the regulatory regime.
The ACCC’s overall message is largely unchanged from 2011. In fact, even the media release headlines are all but identical! (“Effective airport regulation needed”).
The ACCC’s reasoning is that monitoring of airports has not proved to be an effective constraint on market power. Nor is Part IIIA an effective constraint on airports’ behaviour, particularly given the recent amendment to criterion (a) that has raised the declaration threshold. As an alternative, the ACCC argues that a negotiate-arbitrate model for aeronautical services would deliver better outcomes – at least for the airlines.
Aside from its recommendations on the overall effectiveness of the regime, there are two parts of the submission which caught our attention; what the ACCC said about monitoring, and what form of regulation should apply to non-aeronautical services.
On monitoring, the ACCC submission maintains its position that it cannot readily use monitoring data to assess profits and whether the airports have exercised their market power. In other words, the ACCC believes that airports have exercised market power (hence the call for effective regulation), but primarily supports this call with a structural analysis of market power rather than direct evidence of excessive profits. In part, this seems to be because it is directed to monitor the aeronautical activities of the airports and the reported returns on the value of airport aeronautical assets are not obviously high (for example, at Figure 3.5).
On non-aeronautical activities, the ACCC does not consider more regulation would be justified. This is notwithstanding that the ACCC also believes monitored airports have market power over these services, and have used it (see page 44). The ACCC supports monitoring and that advising consumers of different options might be a better approach. In our view, this sits somewhat uncomfortably with earlier suggestions that monitoring has not effectively constrained behaviour.
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