CAO: "Even if the Chinese economy cools down, civil aviation will still maintain double-digit increases. China is the second-biggest market for jet fuel after the US but demand is six times higher there, so there is a lot of potential. The goal is to be the leader in jet fuel trading by 2014 in Asia Pacific, and to do so ... we must also explore other markets outside of China proactively and that is the main reason for us to engage in proprietary trading”, Meng Fanqiu, CEO. Source: Reuters, 14-Jun-2011.
China Aviation Oil to expand trading activity
You may also be interested in the following articles...
Aeroflot 6th freedom Part 1: long haul growth emphasises Europe-Asia connections
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.
Global commercial aircraft deliveries fell in 2016 as Boeing again outsold Airbus; 2017 to be a peak
The global commercial aircraft fleet grew by 4% in 2016 and the year ended with an order backlog of more than nine years of production. Among the regions, North America still has the biggest and oldest fleet, but the lowest ratio of orders to aircraft in service. By contrast, Middle East has the fewest in service, but the highest ratio of orders to current fleet numbers.
This report gives an overview of the number of commercial aircraft deliveries in 2016 and the outlook into 2017 and beyond. It also looks at numbers in service and on order by region. It is based on preliminary numbers from the CAPA Fleet Database and guidance on 2016 deliveries from Airbus and Boeing, who have yet to announce final numbers.
The data indicate that total worldwide deliveries fell in 2016, the first such decline for six years, as a result of delays to new aircraft programmes. Boeing delivered more aircraft than Airbus for the fifth straight year, but its deliveries fell short of its 2015 level, while Airbus increased its numbers year-on-year. Total deliveries will likely rise again in 2017, but this may prove to be a peak year.