Commercial barriers hinder the development of small internet providers
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TechCentral
techcentral.co.za

Commercial barriers hinder the development of small internet providers

Despite progress in expanding fiber-optic networks and spectrum access noted at the macro level, operating a new or small business in South Africa faces different challenges. In practice, nominal access to infrastructure does not guarantee that small internet service providers can compete effectively, as the South African telecommunications market suffers not from a lack of theoretical coverage, but from commercial structures that impede competition.

A new ISP encounters several difficulties when entering the local market or scaling up. The most serious obstacle is the punitive commercial pressure exerted by dominant network operators and wholesale suppliers. These commercial barriers manifest as exorbitant entry and implementation fees that must be paid even before trading begins. The situation is exacerbated by aggressive requirements for minimum post-launch expenditures—fixed monthly spending targets with sharp ramp-up periods.

These conditions are initially designed for mature companies with an established customer base, not for new entrants. This is critical because cash flow is the lifeblood of a startup or growing small business. They require liquidity to cover salaries, billing software, and marketing necessary to attract customers. Forcing small players into huge fixed payments before achieving stable and predictable revenue diverts scarce capital from core business tasks toward a 'pay-to-play' model that offers no value to the end user. There have been instances where failure to meet minimum obligations led to the near-instant closure of young businesses.

Contract Transparency and One-Sided Risks

Suppose a small ISP manages to overcome the initial hurdle. As soon as it starts operating, it finds itself in an environment full of contractual risks. The company Backspace has sufficient industry experience to understand how vulnerable small providers are to changes from wholesale partners. It is crucial for ISPs to meticulously examine every line, clause, and exception in their agreements and not be afraid to negotiate aggressively.

There have been documented cases where a wholesale network provider notified of a fundamental commercial change with only 30 days' notice. When this change was implemented, entire product lines became uncompetitive almost instantly. Companies that signed standard terms have very little room to maneuver in such circumstances. Products are removed from the assortment, operational losses must be covered by the business itself, and customers face a painful migration. Only a small number of enterprises possess the financial resilience to absorb such a blow. Small businesses can vanish in an instant, but this is the reality of the contractual environment they face.

Opportunities Through Partnership

Modern companies across all sectors are shifting towards flexible, low-capital models instead of heavy asset ownership. This is happening out of necessity, as these models make them more competitive. Similarly, the telecommunications ecosystem is evolving through aggregation, creating a supportive environment for new organizations. Small or new ISPs do not need to assume direct wholesale risk to provide exceptional service.

By working with support partners, ISPs can completely avoid direct entry fees and minimum spend traps, as aggregators take on the major commercial obligations. This, in turn, allows aggregators to enable small operators to compete by providing them immediate access to a suite of services such as fiber, APN, SIM, and LTE, under flexible terms. The capital freed up when small or new ISPs are not forced to deal with entry fees and minimum spend hurdles allows them to focus exclusively on what they do best: delivering differentiated customer service and driving sales.

Regulatory Reform

To complement industry aggregation, regulatory policy must also evolve. Recent field tests by Icasa on dynamic spectrum access demonstrated to the industry that regulatory-led reform is possible. However, deploying localized networks remains economically unviable under traditional spectrum payment structures. A proposed bill already provides for a 12-month deferral of spectrum fees for secondary users of unused assignments, prioritizing public networks and SMEs. This must be implemented and combined with flexible local licensing so that small operators can actually utilize shared spectrum without payment structures designed for national monopolists.

Further innovations are needed to stimulate nationwide connectivity. Regulators should mandate price transparency and introduce warranty periods for reasonable control over changes in wholesale contracts. It is critical that regulators expand access to affordable spectrum for community-level deployments. Responsibility does not end with policies. Established players and aggregators must continue to standardize wholesale service level agreements to protect small partners from forced migration.

Growth in Fair Giants

Reforming the South African telecommunications market does not mean condemning or punishing large dominant players. The goal is to prevent commercial pressure to create a fair, competitive environment where ambitious competitors can grow. Every telecommunications enterprise strives for growth and market leadership, but as we build the next generation of large companies in this sector, our collective goal must be to become 'fair giants.' In our view, a fair giant is an operator that promotes economic integration, encourages innovation, and maintains a level playing field for those with their own growth ambitions.

Partnering with Backspace provides access to proven products and infrastructure, competitive revenue opportunities, training and business entry assistance, as well as marketing and sales support and a dedicated partner support team. Grow with us—contact us today.

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IATA calls for changes to rules for passengers denied entry
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uzdaily.uz

IATA calls for changes to rules for passengers denied entry

The International Air Transport Association (IATA) has called for a review of the mechanisms for distributing responsibility and costs between airlines and governments in cases where passengers are denied entry upon arrival.

The association believes that the financial obligations of air carriers should depend on the reasons for the refusal and the degree of influence carriers could have had on the situation. This position was set out in an IATA press release issued in Macau on October 30, 2026.

Airlines are taking steps to prevent such incidents by checking passenger documents before departure. Nevertheless, IATA notes that carriers cannot always foresee all possible reasons for entry refusal. Factors beyond their control include incomplete information, complex fraud schemes, changing migration trends, and decisions made by state bodies regarding immigration and security.

According to rules agreed upon by states through the International Civil Aviation Organization (ICAO), airlines are responsible for accommodating and servicing passengers who are denied entry due to incorrect documentation. If the refusal occurs for other reasons, the costs must be covered by state authorities. However, IATA points to a lack of transparency in immigration decisions and limited information available to airlines before departure.

Nick Karin, IATA's Senior Vice President for Operations, Safety, and Data Protection, stated that passengers can be denied entry even after the airline has checked their documents. In such situations, carriers face additional expenses, including fines. He added that airlines often receive bills or notifications of fines without an explanation of the refusal.

More transparent information exchange would help prevent such cases and ensure a fairer distribution of costs. The IATA report is based on a survey of 49 airlines and 22 border services. Most surveyed airlines reported that documentation and processing errors account for about 20–30% of passenger entry refusals.

Furthermore, 40 out of 49 airlines reported instances where immigration services did not disclose the grounds for refusal. This forced carriers to organize the return of passengers without knowing the reasons for the decision. More than 90% of surveyed airlines stated that they paid at least part of the costs that, according to ICAO rules, should be covered by governments.

A passenger's denial of entry can lead to flight delays, the need to rebook tickets, disruption of aircraft and crew schedules, the need for escort, and prolonged coordination with authorities. According to the study, the average cost of one denied passenger was approximately $4,000 in North Asia and $14,000 in Europe.

Responsibility mechanisms, the scope of services provided, return procedures, and the level of fines vary significantly between countries and even between airports within the same country. All airlines participating in the survey reported operational delays related to passenger refusals.

The report also provides an example where an airline received a bill for nearly 60,000 euros for the accommodation of a passenger who was denied entry. The passenger was held by the government for six months awaiting assistance from the embassy, with accommodation costing 300 euros per day. Karin called this case exceptional, emphasizing that while airlines are willing to take responsibility for their mistakes, they should not face unlimited large expenses when circumstances are beyond their control.

IATA urges governments to clearly separate situations where the airline failed to meet its document verification obligations from those over which the carrier had no control. The association also insists that fines and cost-sharing schemes must take into account the airline's due diligence, the degree of its control over the situation, and the specific reasons for refusal. Furthermore, carriers must be provided with information regarding the reasons for refusal within legal limits.

To reduce the number of such cases, IATA recommends wider implementation of interactive pre-passenger information systems (iAPI), digital document verification tools, cooperation mechanisms with immigration service liaisons, and channels for quick dispute resolution. The association argues that these tools will help identify problems before departure and resolve contentious issues more quickly.

Another suggestion concerns the return of passengers denied entry. IATA believes that governments and airlines should develop timely notification procedures and improve coordination. Karin noted that both parties are interested in ensuring border security while facilitating seamless travel. This requires determining as early as possible whether a passenger has the right to enter the destination country, and in case of refusal, allocating responsibility and costs according to each party's actual ability to control the situation.

Opportunity cost: how keeping money idle can reduce a company's profitability
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g1.globo.com

Opportunity cost: how keeping money idle can reduce a company's profitability

Maintaining a well-structured financial reserve helps companies manage unexpected expenses and fixed costs without harming cash flow. Indeed, having available capital is an indicator of security for any business, as it allows dealing with unforeseen events, honoring commitments, and maintaining operational activities even during periods of lower revenue.

However, there is an aspect of this tactic that often goes unnoticed: the destination of this money while it awaits use. This issue is linked to the economic concept known as opportunity cost.

In simple terms, opportunity cost refers to what is given up by choosing one alternative over another. In the context of financial management, this implies that leaving funds idle in a current account can result in a subtle loss of profitability. This loss does not stem from an extra expense, but rather from the return that the money fails to generate in financial investments more appropriate for that purpose.

Unlike expenses such as taxes, salaries, or rent, opportunity cost is not recorded in financial reports. Its perception occurs only in the future, through the absence of potential gain. An amount that remains stagnant for several months could be generating returns while waiting to be used, provided it is invested in a format compatible with the company's liquidity needs.

This detail becomes even more relevant when the entrepreneur needs to balance various financial goals throughout the year.

The months of November and December generally concentrate the largest business charges. For companies with employees, for example, payments such as the thirteenth salary, vacation, taxes, and costs associated with closing the accounting period are approaching. When these commitments are not planned in advance, managers commonly resort to emergency loans to cover obligations that were already predictable.

Financial management specialists recommend creating dedicated reserves for each goal as a way to mitigate this risk. In addition to optimizing planning, this segregation allows for clearer monitoring of the amount accumulated for each future obligation.

Considering this type of planning, Nu Empresas offers Caixinhas PJ, a feature that allows resources to be segmented for different financial objectives of the company. It is possible to configure unlimited and personalized savings pots, whether they are intended for seasonal expenses, future investments, tax payments, or establishing an emergency reserve, thus maintaining the organization of financial management.

While awaiting the time of use, these resources continue to generate returns, without the entrepreneur having to renounce access to the money when needed. Thus, amounts that would be inactive remain active. Furthermore, Caixinhas PJ yield significantly more than savings accounts. Starting from R$ 1, the money yields 100% of the CDI with daily liquidity for immediate withdrawal. For amounts the entrepreneur knows will be saved, it is possible to select terms of 6 to 24 months, yielding between 102.5% and 104% of the CDI—the longer the period, the higher the return. Deposits are protected by the Credit Guarantee Fund (FGC) up to R$ 250 thousand per CNPJ, and contributions can be automatically scheduled through the application.

Controlling revenues and expenses remains a fundamental pillar of good financial management. However, organizing resources according to specific goals can also aid in more effective decision-making throughout the year. When the entrepreneur has clarity on the amount reserved for each commitment, they acquire greater predictability to manage cash flow and decrease dependence on emergency solutions.

This combination of organization, planning, and simplicity constitutes the proposal of Nu Empresas, which aggregates the largest number of registered CNPJs in the country and integrates the largest private financial institution in Brazil. With solutions directed at corporate routine, Nu Empresas aims to simplify financial administration, allowing entrepreneurs to dedicate more time to growing their operations.

Oxera study shows airport fees have limited impact on European airfare costs
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uzdaily.uz

Oxera study shows airport fees have limited impact on European airfare costs

According to a study conducted by Oxera on behalf of Airports Council International Europe (ACI EUROPE), airport usage fees have only a minor and ambiguous influence on air ticket prices in Europe. Competition among airlines and airport congestion exert a much more significant impact on ticket costs.

The researchers analyzed over 62,000 data points covering nearly 6,000 European air routes. The results of this analysis, presented in the report 'What Really Drives Airfares' published in Brussels, covered 5,915 routes involving 54 European airports over four IATA seasons from 2023 to 2025, as reported by ACI EUROPE.

This study is being conducted against the backdrop of the European Commission's review of the EU Airport Fees Directive and slot allocation rules. Furthermore, slot allocation rules are also under discussion in the UK.

During the study, the impact of a 10% increase in each of the three factors on air ticket prices was compared. A 10% rise in airport fees was associated with only an average price increase of 0.35%. In contrast, a 10% increase in airport congestion led to a tariff increase of 0.93%, while a 10% concentration of airlines on a route was linked to a 1.06% increase.

The average pass-through coefficient of changes in airport fees to ticket prices is estimated at approximately 26%. Using some models, this effect from airport fees was not statistically significant.

According to the study, airport congestion allows airlines to benefit from what is known as a scarcity premium. This premium is estimated at 6.4 billion euros annually, equivalent to an average of 13.54 euros per one-way ticket at congested airports. ACI EUROPE noted that this phenomenon affects not only major hub airports like Heathrow in London but also airports across Europe with limited capacity.

The appearance of a new airline on a route was associated with an average fare decrease of 6.7%, while an airline exiting led to an increase of 9.7%. When competition is measured at the level of airline groups rather than individual brands, market concentration is on average 20% higher.

The study also found that tickets purchased 14 days before departure cost, on average, about 20% more than those bought 60 days in advance, even though airport fees remained unchanged during this period. Oxera calculated that if congestion and airline concentration at all sampled airports did not exceed their respective median levels, passengers could save about 19.5 euros on a one-way ticket. The total potential savings would be 8.2 billion euros per year, although the authors emphasized that this is an illustrative scenario, not a forecast.

ACI EUROPE CEO Olivier Janckovec stated that the results refute the claim that reducing airport fees benefits consumers. He noted: 'It is a convenient argument for airlines seeking to cut costs and protect their profits, but it does not withstand economic scrutiny. Airport fees influence which airports airlines choose, where they develop their route networks, and where they place capacity. However, there is no direct link between fees and fares. In other words, reducing airport fees simply does not lead to lower prices for passengers.'

In Janckovec's view, this study points to three interconnected priorities: strengthening competition among airlines, more efficient use of airport capacity, and attracting investment to meet future demand. He added that achieving these goals requires reforms in slot allocation rules in the EU and the UK. He also mentioned that this issue was raised more than two years ago in the Draghi report.

In support of the reforms, ACI EUROPE presented an updated position on airport slots. The organization proposes tightening rules for new market entrants to ensure effective competition. It also advocates for more efficient use of scarce airport capacity and greater transparency in slot allocation. Another proposal is to give airports more influence over how their capacity is distributed, taking into account the needs of local communities. The document clarifies that the figures provided represent average estimates from the study sample and should not be considered forecasts for individual routes. The policy recommendations reflect ACI EUROPE's interpretation of the results.

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