Paris Charles de Gaulle Airport
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- 2700m x 60m
4215m x 45m
4200m x 45m
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Air Europa Lineas Aereas
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ASL Airlines France
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- Aerolineas Argentinas
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Paris Charles de Gaulle (Roissy Airport) is main international gateway to France and a major aviation hub in Europe. Among the largest airports in the world, Charles de Gaulle is located to the north of Paris and is continental Europe's busiest airport. Hosting over 60 domestic, regional and international passenger and cargo airlines, the airport is a hub for Air France, easyJet, and FedEx Express. It is operated by Groupe ADP, formerly known as Aeroports de Paris.
Location of Paris Charles de Gaulle Airport, France
Aeroports de Paris share price
Ground Handlers and Cargo Handlers servicing Paris Charles de Gaulle Airport
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2,646 total articles
92 total articles
Part 1 of this report on Aeroflot's connecting sixth freedom traffic noted that Aeroflot is the 13th largest carrier of passengers between Western Europe and Northeast Asia, whereas Finnair – whose "Nordic Shortcut" strategy is well-known – is slightly larger and is the 10th largest operator. After Emirates, Aeroflot is the largest airline flying passengers between the regions but is not based in either of them; all the other operators are Western European or Northeast Asian airlines.
This second and final part examines Aeroflot's growing connecting market in depth. Of the airline's connecting Western Europe-Northeast Asian passengers, 54% are travelling to/from mainland China. This correlates with the share of Aeroflot capacity allocated to China. Among Finnair, Turkish and the Gulf 3 "superconnectors", Aeroflot has the fewest destinations in Northeast Asia. Yet its frequency in prime Chinese cities is unmatched. Aeroflot has the benefit of good aeropolitical relations with China while benefitting from other airlines being restricted over Chinese airspace. This may appear to be a short term advantage that will reduce as competition grows.
Yet a review of the city pairs where Aeroflot is the strongest on transfer traffic indicates growth opportunities as more markets are incorporated into JVs and complacency settles in. This may increase already tense relations between Aeroflot and its SkyTeam partners. Pursuing stronger transfer traffic will be a delicate decision for Aeroflot management.
Kazakhstan’s Air Astana is increasing its focus on sixth freedom transit traffic as part of a new strategy aimed at capitalising on its low cost structure and geographic position at the crossroads of Asia and Europe. More transit traffic is necessary to unlock a new phase of growth and reduce its reliance on its home market.
Air Astana has nearly doubled its transit traffic over the past year in response to challenging market conditions in Kazakhstan. The Kazakhstan economy has weakened significantly as oil prices have collapsed, leading to rapid currency devaluation that has impacted Air Astana’s top line. The airline’s revenues have fallen 25% since 2013 while passenger traffic has been relatively flat.
Increased sixth freedom traffic, slower expansion and reduced costs have enabled the airline to maintain profitability. A further and bigger transit traffic push is risky but should drive improved scale, a resumption of growth, and a stronger long-term position – which in turn will make Air Astana more attractive as it revisits long-delayed IPO plans.
Air France-Singapore Airlines partnership talks highlight lack of Gulf airline penetration in France
The growth of Gulf airlines continues to force competitors to innovate and adapt to the new market, sometimes forgoing long-standing partnerships and business views. The next response may be a partnership between Air France and Singapore Airlines, the two of which are reportedly in talks.
Such a partnership would be symbolically significant. Both are anchor members of opposite alliances – Star and SkyTeam – and are bitter about the growth of Gulf airlines. Air France is boisterous in its remarks while Singapore Airlines keeps complaints out of the public space. Air France has not been silenced by a partnership with Etihad; one that appears to have never been fully consummated. Singapore Airlines’ Air France talks come at the same time as SIA plans to implement a JV with the Lufthansa Group.
The view from SIA appears to be that France is a significant market, and connections from Lufthansa Group hubs are not sufficient. As Air France and SIA move towards a partnership, Gulf airlines continue to be denied French traffic rights: they have one quarter as many flights to France as to the UK. Air France has cut Southeast Asia capacity but KLM has grown, indicating that the group is seeking new strategic solutions.
The A380 continues to be intertwined with London Heathrow. Malaysia Airlines has cut both its European and A380 scheduled network to just twice daily Heathrow A380 services. Emirates will introduce a sixth daily A380 flight to Heathrow and British Airways is evaluating taking second-hand A380s. London Heathrow is not the busiest A380 airport: that title goes to Dubai, home of Emirates, which operates more A380s than any other airline.
London Heathrow stands out among major A380 airports, as only 30% of its A380 flights are flown by a local airline (British Airways). At Bangkok, Sydney and Melbourne foreign airlines also have more A380 flights than local operators. At Seoul Incheon, 82% of A380 flights are flown by local airlines. Of the 15 largest airports with A380 operations, all but three – Los Angeles, New York JFK and Hong Kong – are the hub of an A380 operator. Qantas flies the world's longest A380 route (to Dallas) and Emirates the shortest (to Kuwait City). China Southern and Qatar have the shortest average sector lengths, which are half those of Malaysia and Qantas, which have the longest.
EasyJet has let slip that winter profits are falling, in spite of fuel price reductions. For the first time, its trading update for Oct-2015 to Dec-2015 (1Q of its financial year FY2016) gives a cost per seat figure, in addition to the usual revenue per seat. Europe's second largest LCC did not announce a 1Q pre-tax profit figure, but it can be calculated from the other reported data that it dropped 25% year on year.
This was due to revenue per seat falling more than cost per seat. The weakness in unit revenue was the result of terrorist activity affecting demand in Sharm El Sheikh and Paris in Nov-2015. EasyJet actually performed better than expected on costs, but weak unit revenue has become a trend in recent quarters and is set to continue in 2Q.
Of course, the airline makes all its money in the summer, and so - large percentage changes in the small winter profits do not say much about the full year. EasyJet still expects a higher pre-tax profit this year, but the strong double digit earnings growth of recent years is becoming harder to repeat.
Paris Orly Airport: Air France shrinks as its LCC Transavia grows, but easyJet & Vueling grow faster
The Paris terrorist attacks on 13-Nov-2015 interrupted a healthy year of traffic growth at Paris Orly Airport but did not prevent it from posting record passenger numbers for the year. Its traffic suffered more in the global downturn than that of its larger sibling airport, Paris CDG, but it also recovered more strongly. However, Orly's growth has been slower than CDG's in the past two years, since Air France's network cuts at its number two airport have offset LCC expansion there.
As a low cost market Orly is relatively small, but it has the distinction of being an important base for the LCC subsidiary of two of Europe's Big Three legacy airline groups. It is the second largest base for Air France-KLM's Transavia, and the third largest for IAG's Vueling. However, both have much less capacity there than easyJet, for whom Orly is only the tenth largest airport.
Transavia's growth, while Air France shrinks, is little more than maintaining Air France-KLM's traffic at Orly. It is not maintaining the group's market share, since Vueling and easyJet are growing faster. A 2014 agreement with pilots limits Air France-KLM's room for manoeuvre.