TARMAC, PUBLIC CONFIDENCE CRACKING AT NEW THAI

UNCLAS SECTION 01 OF 03 BANGKOK 000548 SIPDIS SIPDIS SINGAPORE FOR FAA E.O. 12958: N/A TAGS: EAIR TH SUBJECT: TARMAC, PUBLIC CONFIDENCE CRACKING AT NEW THAI AIRPORT REF: A. 06 BANGKOK 6141 ¶B. 05 BANGKOK 3204 ¶1. (U) SUMMARY: Bangkok's new Suvarnabhumi Airport has been taking a beating in the press, with reports critical of the airport's design, construction, and management. There has been recent speculation that cracking pavement could result in the return of some or all operations to the old Don Muang Airport. Real problems exist at Suvarnabhumi Airport that will probably require significant time and money to correct, but transfer of operations back to Don Muang is unlikely and the safety of air operations is not presently at risk. End Summary. -------------- Suvarnabhumi Horror Stories -------------- ¶2. (U) Four months after opening (ref. A) Bangkok's new Suvarnabhumi Airport (SA),intended to be a showcase and a candidate for the leading regional air hub, has attracted a steady stream of bad press. Reports of early growing pains, from computer glitches to long waits for baggage, have given way to more serious concerns about cracking in the tarmac. In recent days the problems at the airport have been front-page news in both of Bangkok's English-language dailies. ¶3. (U) On January 25 six arriving flights were diverted to Thailand's Utapao Airport as a result of repairs to one of SA's runways. The Minister of Transportation was quoted as saying that some airlines were afraid to fly into SA because of safety concerns. The papers report extensive cracking in the airport tarmac, especially the taxiways, but also including the runways. ¶4. (U) Suvarnabhumi has also drawn criticism for poor design, for example allocating insufficient space in front of the arrival exits, and providing an inadequate number of restrooms. -------------- Corruption Allegations Continue -------------- ¶5. (U) The continuing problems at SA have fueled and been fueled by the current government's ongoing corruption investigations into the Thaksin administration. To early questions about the acquisition of baggage scanners (ref. B) have been added questions about how the monopoly concessionaire for commercial space obtained its concession - and then unilaterally occupied 50% more space than contracted for in the terminal. The cracking in the pavement has further raised speculation that the construction process itself was rife with corruption. -------------- Don Muang as Solution -------------- ¶6. (U) Some of the recent press reports have speculated that some or all air operations could be moved back to the old Don Muang Airport. This speculation has mostly revolved around domestic flights, especially those operated by budget carriers, but has also included the possibility that all operations could return. The move would be justified by the need to make repairs to SA, as well as by the crowding that the new airport is already facing. ¶7. (U) Tying the discussion of reopening Don Muang to the problems at SA is somewhat misleading. Before SA ever opened there was already talk about using Don Muang for the budget airlines. One contact remarked that a conspiracy theorist might say that some low cost airlines might be deliberately raising safety concerns in order to promote the reopening of Don Muang. -------------- Problems Real, But Over-Hyped -------------- ¶8. (U) The problems at SA are very real, although probably over-hyped. Cracking on the tarmac is a significant problem and is likely to get worse. Most of the cracking, however, affects the taxiways; there have been few problems identified with the runways. Although several contact gates have been closed because of the cracking, airport operations officials BANGKOK 00000548 002 OF 003 report that this is due to the closure of a deficient taxiway providing access to these gates, not due to problems with the gates themselves. Repair work to this taxiway is expected to be completed by the end of February. ¶9. (U) The problems identified with the runways have all been corrected, and the safety of aircraft take-offs and landings should not be endangered at present. During the recent work on one end of one runway the usable length was limited, forcing the delays that, combined with heavy traffic, resulted in the diversions to Utapao. This repair work has now been completed. ¶10. (U) Airlines report that no official advisories have been issued to airlines to avoid any areas of the runways. One contact with a U.S.-flag carrier expressed no reservations about the safety of air operations at SA, and further said that he was not aware that any other airlines had serious questions. ¶11. (SBU) One knowledgeable contact in Thailand's Department of Civil Aviation (DCA) expressed the opinion that the tarmac problems would likely be a continuing issue. Speculating on the cause of the problems he dismissed the popular notion that the cracks stem from inadequate drainage and water levels in the ground under the airport. Instead he questioned the quality of the construction and the materials used in building the surface. To his eye the bonding between the pavement layers was inadequate. He suggested that testing was required by an independent inspector to definitively determine the causes of the problems. -------------- "Certification" Questions -------------- ¶12. (U) Some observers have noted that SA's certification from the DCA expired on January 25, and have questioned the legal status of the airport to operate after that date. According to Thai law, there are two ways for airports to operate legally. One is to have a license. The second option, under which most of Thailand's airports operate, is for the Minister of Transportation to issue a proclamation designating an area of land for the use of aircraft landings and take-offs. This Ministerial proclamation was made for the Suvarnabhumi airport grounds in 1973. ¶13. (U) It was only at the request of the Airports of Thailand Public Company (AOT, the operator of SA) that the DCA issued a preliminary 'certification' prior to the opening of the airport. The certification was preliminary since the DCA could not properly evaluate the operation of the airport until it was operating. ¶14. (U) Following an ICAO finding that Thailand's aviation law is not compliant with the Chicago Convention, this law is currently under revision. The revised law is expected to be issued in mid 2007. The new law will require public airports to be certified by the DCA, which will follow ICAO standards in doing so. -------------- Leadership Change? -------------- ¶15. (U) The mushrooming problems at SA have almost inevitably lead to speculation that the senior leadership at AOT may be replaced. The main target is AOT President Chotisak Asapaviriya. Chotisak makes an inviting target, having been brought into AOT under the Taksin administration only in 2006. He has also been criticized for a management style that created an environment where working level personnel were reluctant to make decisions. Airline contacts have expressed exasperation dealing with Chotisak and AOT in general, and have greeted his possible replacement with relief. To date AOT's leadership has remained in place, but change may be imminent. -------------- Comment -------------- ¶16. (U) The problems at Bangkok's Suvarnabhumi Airport are very real, and are unlikely to be resolved soon. Even if the present problems are corrected on schedule, all indications point to the emergence of further pavement cracking on the taxiways and parking areas. Despite its deficiencies in BANGKOK 00000548 003 OF 003 management - and public relations acumen - AOT continues to conduct basic air operations in a satisfactory and safe manner. At the present time safety is not really in question at SA. What certainly is in question is the extent of the negative impact that the abysmal publicity has or may have on Thailand's ambition to become the region's principal air hub. BOYCE