Copenhagen Kastrup Airport
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- Roskilde Airport
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- Airlines currently operating to this airport with scheduled services
- Adria Airways
CSA Czech Airlines
Danish Air Transport
KLM Royal Dutch Airlines
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Norwegian Air International
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Air Europa Lineas Aereas
Air New Zealand
All Nippon Airways
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Copenhagen Kastrup Airport is the main international gateway to Copenhagen and the Oresund region in Denmark and is operated by Copenhagen Airports A/S. Hosting domestic, regional and international passenger and cargo services for over 30 airlines, Copenhagen Kastrup is the major hub for airlines including Scandinavian Airline System (SAS), Transavia and Norwegian Air Shuttle.
Location of Copenhagen Kastrup Airport, Denmark
Copenhagen Airports share price
Ground Handlers and Cargo Handlers servicing Copenhagen Kastrup Airport
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Fuel & Oil Suppliers servicing Copenhagen Kastrup Airport
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1,592 total articles
61 total articles
The phrase "jumbo jet" has been in use for decades but takes on new meaning in Dec-2015 with the planned entry into service of Emirates' two class A380 seating 615 passengers – the most yet of any aircraft. The version will have 18% more seats than Emirates' largest A380 and will be the first time an A380 does not have first class. Emirates is removing that cabin (with its onboard showers) as well as some business class seats to make room for more economy seats. The aircraft is initially to be deployed to Copenhagen and Bangkok, destinations with high leisure but limited premium demand.
Emirates plans to take an initial 15 of these aircraft. Already its 73 A380s on order account for 64% of the type's backlog. Half of the in-service fleet is held by Emirates and Singapore Airlines. As the first operator and with shorter leases, SIA is planning the future for its first batch of A380s. SIA does not intend to renew the leases of these aircraft since they are some of the first and do not incorporate later production chain efficiencies.
Although North America is Copenhagen Airport's single largest long haul market, eastwards traffic to the Middle East and Asia is collectively larger. And much Gulf carrier traffic is connecting onwards to Southeast Asia. Copenhagen will be the first destination for Emirates' 615 seat, two class A380. On the same week in Dec-2015 that Emirates begins service with the world's most densely configured A380, Qatar Airways will bring its Doha-Copenhagen service to double daily. Etihad does not serve Scandinavia, but is probably laying the groundwork via a partnership with SAS.
Copenhagen's next developments could be from Cathay Pacific, which has flagged possible service. Copenhagen discussed growth developments at CAPA's LCC Airports Congress in Bangkok, and World Routes in Durban. Asian growth may not necessarily come at the expense of incumbents. Copenhagen expects Singapore Airlines to increase flights from five times weekly to daily. Pressure may be mounting on Thai Airways, but Copenhagen is reportedly its best performing European point. Meanwhile North America capacity is growing as SAS and Norwegian add services.
In late Aug-2015, Norwegian signed an agreement for two additional Boeing 787-9 orders. This brings its total on order for the variant to 11, to add to the eight 787-8 aircraft already in its wide body fleet. Its long haul network is strongly skewed towards the US, with five destinations and eight routes, versus one destination (Bangkok) and three routes in the rest of the world. In spite of the delay in receiving a US foreign carrier permit for its Ireland-based subsidiary Norwegian Air International, its long haul focus looks set to remain in the US. Indeed, this may now be because of the delay.
Meanwhile, SAS remains the largest carrier between Scandinavia and the US and has actually grown its North Atlantic network since Norwegian's entry in 2013. The losers on Scandinavia-US have been United and Delta, a situation highlighted by United's recent decision to join Delta in serving this market on a seasonal summer basis only. Both SAS and Norwegian plan new US routes from Scandinavia in what has become a near duopoly with clearly differentiated participants.
Cathay Pacific remains attached to its premium business model, which in 1H2015 showed some improvements from a low base while profits from subsidiaries and associates – namely an unhedged Air China – greatly helped the bottom line. "We must be doing something right," chairman John Slosar said.
But the going is getting tough. A 12% decrease in fuel net of hedging losses was largely passed on to consumers with a 9% decrease in yields, although there is some impact from foreign exchange. Premium long haul demand remains soft. Cathay's recipe for relying on efficiency improvements could be reaching a ceiling: aircraft utilisation may be tempered to address growing congestion while load factor is at 86%. A350s, and later, 777Xs bring improvements but other gains will be precious. Cathay must rely on incremental improvements to remain ahead of competitors that have better geography and bigger local markets. Restructuring of China's bloated state-owned airlines was once a fantasy but is now coming into focus, a concern for Cathay.
Ryanair's customer refocus delivers 1Q load factor and 25% profit rises; Germany the next big target
Ryanair has continued its impressive growth with a 25% increase in net profit and a 15% increase in passenger numbers in 1Q of its FY2016. This is more evidence of the success of its 'Always Getting Better' customer service initiatives. Profit growth was helped by lower fuel prices, although the benefit was limited by fuel hedging at last year's higher prices driven in part by another jump in load factor. More significantly, a jump in load factor more than offset lower average fares to drive up revenue per seat.
With 35 aircraft deliveries in FY2016 and 50 in FY2017, Ryanair continues to add to its network. The coming winter will see it open bases in Berlin Schoenefeld and Gothenburg. It is also in talks with many other airports across Europe that are interested in the traffic growth that Ryanair can bring. The strength of its network is such that it can happily continue to serve former bases by serving them from other airports, as demonstrated by its recent decision to close its Copenhagen base.
In Part 1 of this CAPA report on Norwegian Air International's application for a US foreign carrier permit, we discussed the policy debate that this has unleashed. We suggested that those opposing NAI were motivated by a desire to raise anti-competitive barriers against a new and more efficient business model.
This second part of our report looks at Norwegian's impact on the incumbents' traffic on its US routes, particularly on the five city pairs where there is at least one direct competitor that is calling on the US Department of Transportation (DOT) to deny NAI's application. Two thirds of Norwegian's US routes, accounting for almost half of its US seats and frequencies, are new markets.
Our analysis of data from OAG Traffic Analyser suggest that, on Norwegian's New York routes from the three Scandinavian capitals, it has both taken traffic from existing participants and stimulated market growth. On London to New York and Los Angeles, its smaller size and a market contraction make its impact less clear, but it is probably also attracting new traffic in addition to starting to take market share.