Stockholm Arlanda Airport
- CAPA Analysis
- Schedule Analysis
- Cargo Analysis
- Route Maps
- Airport Charges
- Fast Fact Report
- IATA Code
- ICAO Code
- Corporate Address
190 45 Stockholm-Arlanda
- Domestic | International
- Airport Type
- Other airports serving Stockholm
- Stockholm Bromma Airport
Stockholm Skavsta Airport
Stockholm Vasteras Airport
- 2500m x 45m
3301m x 45m
2500m x 45m
- Airlines currently operating to this airport with scheduled services
- Adria Airways
CSA Czech Airlines
Danish Air Transport
KLM Royal Dutch Airlines
LOT Polish Airlines
Norwegian Air International
Norwegian Air Shuttle ASA
Primera Air Nordic
Royal Air Maroc
Thomas Cook Airlines Scandinavia
TUIfly Nordic AB
Ukraine International Airlines
- Airlines currently operating to this airport via codeshare
Air Europa Lineas Aereas
All Nippon Airways
China Eastern Airlines
China Southern Airlines
Delta Air Lines
South African Airways
Stockholm-Arlanda Airport is the main international gateway to Stockholm and the largest airport in Sweden. Hosting domestic, regional and international passenger and cargo services for over 30 airlines, the airport is a hub for airlines including Nextjet, Norwegian Air Shuttle and Scandinavian Airlines. Arlanda is operated by Swedavia, a state-owned operator of 10 Swedish airports.
Location of Stockholm Arlanda Airport, Sweden
Ground Handlers and Cargo Handlers servicing Stockholm Arlanda Airport
This content is exclusively for CAPA Membership Subscribers
Fuel & Oil Suppliers servicing Stockholm Arlanda Airport
This content is exclusively for CAPA Membership Subscribers
1,137 total articles
25 total articles
Las Vegas McCarran International Airport reached a milestone in 2015, surpassing passenger throughput levels achieved in 2008 prior to the Global Financial Crisis. The airport’s passenger levels were lifted by a mix of new domestic and international services, including new services with Copenhagen and Stockholm introduced by Norwegian, which also became the first airline to operate the Boeing 787 to the airport.
Norwegian plans further growth in Las Vegas in 2016 with the introduction of flights to Oslo. Lufthansa low cost subsidiary Eurowings also plans to add new flights between Cologne and Las Vegas. The airport appears to fit the profile for service by long haul low cost airlines, and the services launched by Norwegian and Eurowings allow Las Vegas to position itself positively, with other airlines adopting that business model.
Growth by US low cost and ultra-low cost airlines during the last couple of years will also continue to lift passenger numbers at McCarran. During the first two months of 2016 the airport’s passenger numbers expanded by 8%.
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.
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.
Finnair is raising the competitive stakes in using its Helsinki hub to offer the quickest connections between Europe and Asia and in 2015 will have about 10 flights a day to North and Southeast Asia. Before Finnair arrived in Asia in 1976, there was SAS, which commenced Asian flights in 1949 and held the title for all sorts of records and unique operations. But Finnair started to catch up, and it – not SAS – was the first to fly non-stop from Europe to China. A decade ago, Finnair had only a slight edge over SAS in Asia but now Finnair has three times the number of flights and four times as many seats as SAS in Asia.
Strong and active unions and an unwieldy ownership structure, together with an inefficient fleet, have hobbled SAS, but it is hoping to make some inroads in Asia, although opportunities will be limited. A new Stockholm-Hong Kong service opens in Sep-2015 while a nascent partnership with Etihad lays the groundwork for closer cooperation in the future and when Etihad commences services to Scandinavia. Emirates and Qatar already serve the region. SAS' Asian network is largely out of Copenhagen, and the airline probably would hope the Stockholm departure for Hong Kong will limit Finnair's poaching of Swedish traffic.
The European Commission (EC) has released a report on Member States' application of the European Union (EU) rules on airport charges — the fees airlines pay to airports for the use of runways and terminals — which are sometimes estimated to account for up to 10% of airlines' operating costs. The Directive currently applies to around 75 airports in the European Economic Area, which comprises the 27 member states of the EU together with three of four states that are members of the European Free Trade Association; namely Iceland, Liechtenstein and Norway. (Croatia has applicant status to the EU).
The report shows that since the introduction of the rules in 2011 following a 2009 Directive, larger European airports have become more transparent when taking decisions about these charges. In general, consultations between airports and airlines, as required by the Directive, are now being carried out and Member States' independent supervisory authorities have been set up.
SAS yield decline outweighs cost cuts to give wider losses in 2Q. Market share versus profitability?
SAS posted another pre-tax loss in 2QFY2014 after a weak 1Q result. For 1HFY2014, its pre-tax loss before non-recurring items was more than three times that of the same period a year earlier. It continued to make good progress with its 4XNG cost reduction programme, achieved further load factor gains and improvements in labour productivity and aircraft utilisation. However, the positive effect of these factors was wiped out by plummeting yields, attributed by SAS to overcapacity in Scandinavian markets.
In response to the weakening revenue and profitability environment, SAS has announced a new cost savings target and is taking action to "win the battle for Scandinavia's frequent travellers" through improvements to its product offering. Its recent re-capitalisation gives it more time to attempt to build a sustainably profitable business, or at least one that may become part of the next phase of European consolidation (whenever that might be).