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- Hangar 89, London Luton Airport,
- Main hub
- London Gatwick Airport
- United Kingdom
- Business model
- Low Cost Carrier
- Domestic | International
- Airline Group
- Part of EasyJet plc
- Association Membership
easyJet is one the largest low-cost carriers in Europe, operating on over 600 routes via its primary hub at London Gatwick Airport. Utilising an extensive fleet of more than 200 A320 aircraft, the carrier operates operates an extensive network throughout Europe as well as to northern Africa and Israel. easyJet is part of easyJet PLC, and is listed on the London Stock Exchange.
Location of easyJet main hub (London Gatwick Airport)
easyJet share price
LCCs will continue to evolve into hybrids of the original core model. CAPA and OAG consider easyJet fits the LCC profile and it is included in our reporting on this basis. Please note: when reporting for an airline is changed from or to LCC the historical data is not affected and it can lead to a distortion in the current reported data. Contact us if you have any queries.
2,696 total articles
CAPA: Ryanair expansion 'most important driver' of Schoenefeld's passenger traffic growth in 2014/15
241 total articles
Geneva Airport is one of the two major gateways into Switzerland, along with Zürich Airport. It is the one closest to the eastern part of France, actually straddling the boundary with that country. Mainly a point-to-point airport hosting O&D traffic, it does have a minor hub role; however, that responsibility falls mainly to Zürich Airport where the airline Swiss – a member of the Lufthansa Group and the Star Alliance – has much greater capacity.
Geneva Airport is in competition with other Swiss airports such as Zürich and the transnational Europort (Basel) but also with the French airport of Lyon, around 150 km distant by road, and, to a lesser degree those at Turin and Milan in Italy.
Intriguingly, Geneva Airport has recently let it be known that it has submitted a bid in the privatisation of Lyon St Exupéry Airport in France, in what would be its first venture into foreign airport management if it were successful.
This report examines Geneva Airport by way of several sets of metrics, comparing the airports that are rivals to it, and examining its construction activities and ownership.
Reports that easyJet may be considering a bid for Monarch Airlines could herald a much anticipated wave of consolidation in Europe's LCC segment. The CEOs of both Lufthansa Group and Air France-KLM have indicated that they expect consolidation, while IAG has previously been active in this field, by acquiring Vueling in 2013.
This report compares the market structure of Europe's LCC segment with that of North America and considers the prospects for consolidation among European low cost airlines. As with the broader market, Europe's LCC segment is more fragmented than North America's. However, viewed as a market in its own right, it is more concentrated than the broader European market.
The two leading LCCs, Ryanair and easyJet, have almost half of all intra-Europe LCC seats between them (but Southwest has more than 60% of intra-North America LCC seats on its own). Notwithstanding speculation about easyJet and Monarch, whose Europe seat share is only 2%, any meaningful LCC consolidation in Europe seems more likely to involve second-tier LCCs. This may include the LCC subsidiaries of the legacy groups, although none of the big three appear ready to lead the process currently.
Part one of this report on European airline market structure and consolidation highlighted that the top twenty airline groups in Europe hold 75% of seats. This is the same share as the top six groups in North America. This equivalence, in market share terms, between Europe's top 20 and North America's top six underlines the huge gap in consolidation progress between the two regions' airlines. It would take a large number of merger and acquisition deals to recreate North America's market structure in Europe, consolidating 20 into six.
This second part of the report is a kind of fantasy, a hypothetical. It suggests an illustrative series of combinations among Europe's top 20 that would approximately replicate the market shares, in terms of seat share, held by North America's top six.
This would require large merger and acquisition transactions involving pairings between members of Europe's smaller top six of Lufthansa Group, IAG, Ryanair, Air France-KLM, Turkish Airlines and easyJet. It would also mean several deals involving second-tier FSCs and LCCs. However, for now the larger deals in Europe remain relatively unlikely, and there are even hurdles to the smaller deals.
Consolidation among Europe's airlines has always been fitful, and truly sizeable deals have ground to a halt in recent years. By comparison, North America has become the benchmark of airline consolidation progress. The announcement that Alaska Airlines is to acquire Virgin America once again highlights the differences in pace between Europe and North America.
This first part of CAPA's analysis of European airline market structure and consolidation compares market concentration in Europe with that of other world regions and looks at the link with profitability. It mainly focuses on comparing Europe with the other two large aviation markets, North America and Asia Pacific, but also gives data on market concentration for all of the other regions: Middle East, Latin America and Africa.
Europe's fragmented airline market is less profitable than its much more consolidated North American counterpart (although, on most measures, Europe is less fragmented than Asia Pacific). Europe's top 20 airline groups have the same seat share as North America's top 6.
Part two of this report considers a possible set of combinations to reassemble Europe's top 20 into six groups matching North America's top six.
Air travel to Egypt continues to be very susceptible to geopolitical events. The fall-out from the Metrojet incident at the end of Oct-2015, just as the winter season was starting, continues to be felt as the summer 2016 schedule gets under way. All flights between Russia and Egypt continue to be suspended, as do flights between the UK and the Red Sea resort of Sharm el-Sheikh. The 29-Mar-2016 hijacking of an Egyptair domestic flight, causing its diversion to Larnaca, further threw the spotlight on security concerns in Egyptian aviation.
International seat capacity to Egypt enjoyed a number of years of double-digit growth before this was interrupted by the Arab Spring of 2011. There followed a period of virtually stagnant capacity. International capacity returned to growth in 2015, before being interrupted once more by these more recent events. According to OAG data, international seat numbers will fall by 4% in summer 2016.
Russian and UK airlines are the biggest contributors to the fall in capacity this summer, while Egyptian airlines and many from other countries in the Middle East are set to grow on international routes to Egypt. The Egypt tourism market has in the past demonstrated its powers of recovery and is likely to do so again.
Airline seat growth from Europe is set to accelerate to 8% this summer, up from 6% in summer 2015, according to the latest schedules data from OAG. This will be the highest summer growth rate in six years. With summer 2016 starting in less than three weeks, the data are now fairly solid (although, of course, they are always subject to further change).
Capacity to Africa will fall and Asia Pacific will experience slowing growth from Europe, but every other region will experience an acceleration this summer. Intra-European seats will grow by 8%, with growth led by LCCs (including the low cost subsidiaries of the big legacy groups).The Middle East will continue to have the highest rate of capacity growth from Europe, but there will also be double-digit growth to Latin America and to North America.
This acceleration of capacity growth on the North Atlantic is partly due to the emergence of new competition, but also seems to be the result of incumbents switching capacity from elsewhere. This should perhaps be a source of some concern to the immunised JVs.