Moscow Sheremetyevo Airport
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- Sheremetyevo Airport, Khimki, Moscow Region, 124340, Russia
- Russian Federation
- Domestic | International
- Airport Type
- Other airports serving Moscow
- Moscow Bykovo Airport
Moscow Domodedovo Airport
Moscow Vnukovo Airport
Moscow Zhukovsky International Airport
- 3700m x 60m
3550m x 60m
- Airlines currently operating to this airport with scheduled services
- Adria Airways
Ariana Afghan Airlines
China Eastern Airlines
China Southern Airlines
CSA Czech Airlines
KLM Royal Dutch Airlines
LOT Polish Airlines
MIAT Mongolian Airlines
Royal Air Maroc
- Airlines currently operating to this airport via codeshare
- Air Europa Lineas Aereas
Cubana de Aviacion
Delta Air Lines
Middle East Airlines
Moscow Sheremetyevo International Airport is one of the three airports serving the city of Moscow, and one of the largest airports in Russia. The airport serves over 30 carriers operating domestic and international passenger and cargo services. The airport began a modernisation program in 2005 in order to increase capacity demands and to modernise its passenger facilities increasing the airports annual capacity limit from 12 million to 35 million passengers annually.
Location of Moscow Sheremetyevo Airport, Russian Federation
Ground Handlers and Cargo Handlers servicing Moscow Sheremetyevo Airport
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Fuel & Oil Suppliers servicing Moscow Sheremetyevo Airport
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1,602 total articles
24 total articles
The Western Europe-North East Asia corridor has gained attention as the centrepiece of Finnair's expansion strategy. But just over 500 miles away in Moscow Aeroflot is quietly pursuing a role carrying transfer traffic between the regions. Although Aeroflot's spread of Asian destinations is not as extensive as Finnair's or those of the Gulf airlines, Aeroflot has favourable geography and lower costs. It is not subject to Russian overflight rights and associated costs. Finnair carries the tenth largest number of O&D passengers between Western Europe and Northeast Asia, while Aeroflot is 13th. After Emirates, Aeroflot is the second largest airline transporting passengers between the regions, but is based in neither.
A member of SkyTeam, Aeroflot is not part of the joint ventures (trans-Atlantic and Europe-Asia) that define the alliance's inner circle. Its long haul transfer strategy is focused on Western Europe-Asia. This strategy allows it some independence from SkyTeam but may also aggravate the alliance's established members, much the way that Turkish has irked Lufthansa and United. Aeroflot's connecting traffic, although still an overall small proportion of its international traffic, has grown faster than local traffic.
Aeroflot Group's operating profit almost quadrupled in 2015. Among listed European legacy airlines, its 10.6% operating margin placed it behind only Icelandair, but ahead of IAG (these were the only others in double digits). This was achieved in spite of the severe recession in Russia, a nation which has been badly affected by falling oil prices and geopolitical events.
Aeroflot has benefited from the consolidation of Russian aviation and from capacity cuts by foreign airlines. The demise of Transaero accelerated the consolidation process in 2015, and Aeroflot will benefit further from this in 2016. The biggest contributor to the Group's 13% rise in passenger numbers was its low cost subsidiary Pobeda, which completed its first full year of operations in 2015. International transfer traffic through Aeroflot's Moscow Sheremetyevo hub also grew.
This year Aeroflot Group plans an acceleration of ASK growth to double-digit rates. Pobeda has launched its first international routes and the Group's regional airlines Rossiya, Donavia and Orenair will return to growth under the single consolidated brand of Rossiya, helped by routes and aircraft taken on from Transaero. The Group's longer-term goal to become one of Europe's top five airlines looks feasible.
On 3-Sep-2015, Russia's leading airline Aeroflot agreed to an offer from Transaero Airlines' shareholders to sell it at least 75% plus one share of number two ranked Transaero. The price requested for control of the heavily indebted and loss-making airline, to be paid within 24 days, was "no more than" RUB1.
Aeroflot chairman Kirill Androsov hailed the deal's “transformational significance" for the Aeroflot Group, saying it was "fully in line" with its strategy". He added that it should help the group in its aims to carry 70 million passengers by 2025 (compared with 35 million in 2014, versus 13 million for Transaero) and be in Europe's top five and the world's top 20 airlines by revenue and passenger numbers.
Nevertheless, Mr Androsov may have been attempting a brave face. The decision was influenced by a government seeking to maintain market and employment stability and also requires tough negotiations with Transaero's creditors. Moreover, Aeroflot faces a difficult choice. Either it tries to maintain Transaero's unprofitable fleet and network, which overlaps significantly with its own, or it must attempt the politically more challenging closure of large chunks of Transaero's operations. Neither option looks easy.
Aeroflot back in operating profit in 1H. Transaero acquisition to take its market share close to 50%
The Aeroflot Group turned around an operating loss in 1H2014 into a profit in 1H2015. The depreciation of the RUB served to boost both revenue and operating costs, with a net negative impact, but Aeroflot managed to grow its RASK more rapidly than its CASK.
The Ukraine crisis and tense international relations continue to weigh on demand for travel to/from Russia. But demand for domestic flights is growing strongly.
Moreover, Aeroflot is taking advantage of capacity reductions by cautious international rivals and struggling domestic competitors to increase its leading share of the Russian air transport market. The group's market share now looks set to jump to embrace almost a half of all passengers to/from/within Russia once it completes the acquisition of second ranked Transaero.
CAPA'S Airport Finance and Privatisation 2013 report referred to a reduction in airport M&A transactions and particularly those involving secondary and tertiary level airports.
That trend has broadly continued into 2014. But this past year was also notable for the arrival or approach of a number of significant deals on the world stage involving mainly primary airports. In a handful of cases large tranches of regional airports.
The financing of airports is increasingly dominated by huge international funds. There is still great diversity amongst investors and operators but there is a constant shift towards funds – infrastructure; pension; sovereign wealth; and hedge funds and private equity, globally. Also there is an increasing propensity for strategic investors increasingly to invest in infrastructure assets in emerging markets where growth forecasts are significantly above the mature markets in Western Europe and North America.
This summary report outlines the main developments by region and by country.
The Aeroflot Group fell into loss in 1H2014, its first 1H loss since at least 2008. Although the result was affected by a significant level of non-recurring expenses, the underlying operating result was still significantly lower than last year. Aeroflot continues to grow faster than the Russian market and its focus on increased frequencies, rather than new routes, has helped the Group to grow its RASK (revenue per available seat kilometre). Unfortunately, this growth in RASK was outpaced by growth in CASK (cost per available seat kilometre).
The current geopolitical backdrop is clearly providing Aeroflot with some serious challenges. Demand for international flights has been weakened and EU sanctions forced the suspension of operations of Aeroflot's nascent LCC Dobrolet. Plans by the Russian government to reduce its stake in Aeroflot to 50% plus one share may now meet with delays as investors are likely to want to wait for the geopolitical situation to become more stable.