Vienna International Airport
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- Schedule Analysis
- Cargo Analysis
- Route Maps
- Airport Charges
- Fast Fact Report
- IATA Code
- ICAO Code
- Domestic | International
- 3500m x 45m
3600m x 45m
- Airlines currently operating to this airport with scheduled services
- Adria Airways
Cargolux Airlines International
China Southern Airlines
KLM Royal Dutch Airlines
LOT Polish Airlines
Norwegian Air Shuttle ASA
Silk Way West Airlines
Ukraine International Airlines
- Airlines currently operating to this airport via codeshare
All Nippon Airways
Atlantis European Airways
China Eastern Airlines
Delta Air Lines
South African Airways
Vienna International Airport is the international gateway to Vienna and the largest airport in Austria. Hosting domestic, regional and international passenger and cargo services for over 35 airlines, the airport is a hub for Austrian Airlines, budget airline Niki and its parent airberlin.
Location of Vienna International Airport, Austria
Flughafen Wien AG share price
Ground Handlers and Cargo Handlers servicing Vienna International Airport
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Fuel & Oil Suppliers servicing Vienna International Airport
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1,416 total articles
52 total articles
With its well-developed market economy, skilled labour force, and high standard of living, Austria is closely tied to other EU economies, especially Germany’s. The City of Vienna is one of Europe’s richest, and sitting as it does on the border of Eastern and Western Europe it has been able to benefit from trade between the two for many years. Its airport continues to do so today.
Only a decade ago it was underachieving for a wealthy capital city airport with high hub potential. But there have been considerable investments made in the infrastructure – which continue – and in addition Austrian Airlines has been absorbed into the Lufthansa Group, which has ultimately benefitted the airport. The airport now handles 22 million ppa, but growth rates recently have been low.
This report examines Vienna International Airport by way of several sets of metrics, looks at the airports that are rivals to it, at its construction activities and its changing ownership.
Austrian Airlines: Lufthansa Group's poor relation may have improved revenue & profit growth in 2015
In 2015, Austrian Airlines' passenger numbers fell for the third successive year, to the same level as in 2006. Its ASKs fell during the global financial crisis and have changed little since. Revenue looks likely to have grown in 2015, but is also well below its pre-crisis levels. With only three years of positive operating profit in the decade, Austrian has consistently been the least profitable Lufthansa Group airline.
One of Austrian's big challenges has been to hold on to unit revenue increases when they have occurred. Moreover, its cost base is among the highest in Europe for an airline with its relatively short average trip length. Its short/medium haul focus brings significant competition with LCCs, whose share of the Austrian market has grown over the past decade.
Austrian can take some heart from an improved profit margin in 9M2015, which should presage a stronger FY2015 result (to be published by Lufthansa on 17-Mar-2016). In addition, the Group has established a base for its growing LCC Eurowings at Austrian's hub in Vienna, the no-frills subsidiary's only base outside Germany.
During 2014 a quiet revolution took place in an aviation backwater of Central and Southeast Europe - namely Serbia and in particular Belgrade’s Nikola Tesla Airport.
After recording 5.3% passenger growth in 2013 a figure of almost 32% was achieved at Belgrade in 2014, leaving the neighbouring and much bigger capital city airports at Vienna, Prague and Budapest in the shade, even allowing for the low base figure at the Serbian capital.
This growth was unexpected is and quite surprising given Serbia’s recent political and economic history and the fact that growth has not come specifically from the LCC segment, which is the usual source for ‘secondary’ level airports in Europe. It raises the possibility of Belgrade actually competing with these (regional) giants for pre-eminence throughout an area that is growing in economic significance.
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 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.
The US government has formally stepped in and arguably set a dangerous precedent concerning the new business models being adopted by some of the Gulf airlines in rejecting a request by Air Serbia (formerly JAT) and Etihad to codeshare on service to the US.
The troika of airline lobbying group Airlines For America (A4A), Delta Air Lines and the Air Line Pilots Association formally opposed the request on what is now familiar grounds – arguing the Belgrade-Abu Dhabi–US routings are unviable for the consumer, Air Serbia’s new ownership (Etihad formally took a 49% stake in Jan-2014) is suspect, and the absence of a bilateral agreement with Serbia.
While debate will continue on the merits of the arguments offered by both sides, perhaps another underlying element is Etihad’s and Air Serbia’s plans to bolster the hub at Belgrade. The build-up in Belgrade adds a new competitive dynamic in Europe, one unsavoury to established network carriers within Europe and US airlines serving the continent.