Thursday, August 11, 2016

Skopje Airport maintains lead over Ljubljana


Ljubljana Jože Pučnik Airport recorded its fourth consecutive month of declining passenger numbers, while its busier counterpart in Skopje continued to see its figures improve, although its growth expectedly slowed in July.

Ljubljana Airport handled 163.267 travellers during the month, a decrease of 5% compared to July of last year. The figure was accompanied by a 6% decline in aircraft movements, which stood at 3.214. The softer results are attributed to Adria Airways, while foreign carriers saw their passenger figures improve 17.4% during the month. Over the January - July period, Ljubljana Airport welcomed 761.538 travellers through its doors, a decrease of 4.6%. Movements were down 3.2% during the seven months, standing at 18.320. In a statement, the airport said that the numbers come as a result of Adria's network cuts and security fears across Europe and popular summer destinations such as Turkey, Egypt and Tunisia.

The Chairman of the Executive Board of Ljubljana Airport's operator Fraport, Stefan Schulte, says the group has downgraded its passenger forecast for 2016. "As a result of geopolitical circumstances, traffic at some airports has significantly decreased. Despite the difficult environment, the group has achieved solid results overall", Mr Schulte said. Airports which have seen a decline in passenger numbers within the Fraport group include Frankfurt, Antalya, St. Petersburg and Hannover, in addition to Ljubljana. Ljubljana Airport's General Manager, Zmago Skobir, previously said, "We expect a slower growth rate to that of last year and we would like to close at 1.5 million passengers. That will be heavily influenced by how Adria Airways' new owners manage the airline. Air traffic growth is forecast to be moderate, but stable. At the same time, changes in the traffic structure are expected to go in favour of an increased share of foreign air carriers".

LJUBLJANA AIRPORT
MonthPAXChange (%)
JAN73.567 0.6
FEB77.976 7.9
MAR93.923 3.3
APR100.549 10.5
MAY116.499 9.3
JUN135.757 9.2
JUL163.267 5.0

On the other hand, Skopje Alexander the Great Airport registered its busiest July on record. The airport handled 173.715 passengers during the month, an increase of 5.7% compared to last year. The figure is somewhat lower than the growth rates seen over the past year, however, the airport recorded only a 1% increase in capacity during the month. Overall this year, Skopje Airport welcomed 931.565 travellers through its doors, up 20.5%. Meanwhile, Macedonia's second international airport, Ohrid, welcomed 25.832 passengers in July, up 20.3%. So far this year it handled 75.776 travellers, up 76.2%. Combined, the two recorded 9.609 take offs and landings, an increase of 13.4% on last year.

SKOPJE AIRPORT
MonthPAXChange (%)
JAN109.097 23.6
FEB102.178 27.6
MAR120.668 26.4
APR135.013 23.3
MAY148.562 26.9
JUN142.332 20.5
JUL173.715 5.7

82 comments:

  1. Good to finally see Skopje's real growth numbers... and they are pretty good as well.

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  2. Unfortunately I don't think Ljubljana's numbers will improve until the end of the year. Adria might add a frequency or two on some of its destinations this winter but it is cutting Berlin. Also no Aegean which is flying seasonally and no more Swiss which was flying last winter but not this one.

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    1. Over reliance on Adria has been a major issue for LJU for years. At least they are trying to address it by attracting more foreign airlines. Remember that LOT and Aegean started flights to LJU this year, plus Easy Jet and Turkish increased their frequencies.

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    2. But still one will expect that mighty Fraport would bring alternative carriers in less than one year, and that there would be no decline in numbers. Especially that number are up in all Europe and in region.

      Also, those Adria cuts are not so big that huge company like Fraport, with so much influence and connections, could not find solution with other carriers.

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    3. To be honest Fraport has not done a great job with Ljubljana.

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    4. Now we'll hear again that we have to wait, and we have to give Fraport some time. For what?

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    5. In air traffic time is luxury that no one can afford.

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  3. Who would have thought a few years ago that Skopje and Pristina would be ahead of Ljubljana...

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    1. Aviation is a dynamic business. You could easily see LJU take over both in a few years time as well.

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    2. I really don't get your surprise. LJU is surrounded by competitor airports from all sides and has very good road connections to CE, WE and Italy. SKP and PRN only have each other to compete with (in the future INI may challenge them a bit but that is a long shot) whereas road connections of Makedonia and Kosovo to anywhere are disastrous.

      On top of all that consider how many Kosovans and Macedonians emigrate (compared to Slovenians who are the only exYU nation not forced to mass migrations due to poverty and hopelessness) and there you go. The perspective of SKP/PRN over LJU is inversely proportional to general perspective of Macedonia/Kosovo over Slovenia.

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    3. Road infrastructure in Slovenia only plays a role if you travel somewhere near, and for that destination you would not take a flight.So it does only have any role if Slovenes travel to the competitor airports. For the other "excellent" connections to WE, most people would take a flight instead of travelling long hours by car.
      And last but not least it is not the "excellent" connections Slovenia has to anywhere but a more fortunate geographic position than Kosovo and Macedonia.
      In summary, it easy to praise pure luck

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  4. AIR BERLIN POVEČAO GUBITAK DVA I POL PUTA

    Air Berlin je prošle godine imao rekordan gubitak od 446 milijuna USD, uz pad putnika, 10 godina nije iskazao profit, prihodi su na razini 2010. godine, a broj putnika na razini 2008, prošle godine ukinuli su čak 10 linija, te je kompanija do kraja 2015. akumulirala nevjerovatnih 1,75 milijardi USD.

    No, situacija je još gora nakon 2. kvartala kada je kompanija iskazala gubitak od čak 89,1 milijun EUR, što je ogromno povečanje gubitka spram prošlogodišnjih 37,5 milijuna EUR. Istovremeno kompanija je i dalje smanjila kapacitete i broj putnika. Prihodi su pali sa 1,07 milijuna EUR na 970,6 milijuna. LF je pao za 0,4 postotna boda.

    Air Berlin iz lošeg ide u gore. Ne vidim budućnosti za ovu kompaniju. Mislim da bi Etihad tu trebao ozbiljno presječi i napraviti isto kao i sa Etihad Regional te ukinuti 75% linija i flote (ostati na nekih 35 aviona), ostaviti samo jedan hub (DUS), povečati konekcije prema Rimu, Beogradu i Abu Dhabiu, preuzeti višak aviona i to one koji su kompatibilni sa Etihadovom flotom i razvojnom strategijom, nešto od te flote prebaciti na Jet, Alitaliu, Air Serbiju i Air Seichelles, te krenuti graditi kompaniju na zdravim osnovama, maltene iz nule.

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    1. Mislim da EY ne moze Bog zna sta tu uraditi jer ako se ne varam ima svega 29% akcija.

      Pitanje je dana kada ce AB bankrotirati. Nazalost situacija je tako losa da ne znam kako je mogu ispraviti.

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    2. U pravu si da Etihad ima "samo" 29,2%, no oni imaju daleko veći utjecaj u kompaniji, a ako je vjerovati analitičarima oni su ti koji vode kompaniju i "dobili su zadatak" da ju pokušaju izvuči iz ove preloše situacije.

      Ko što rekoh, tu treba ozbiljno presječi! 2 huba i 4 baze, vlastite firme u Švicarskoj i Austriji, tolika raznolikost linija... Neide to.

      Jedna baza, veće konekcije prema partnerima alinase i preko njih se konektirati na određena tržišta, spojiti Belair i Darwin, prodati dionice ili cijelu NIKI, prodati veći dio flote Etihadu, Alitaliji, Air Serbiji i Jetu...

      Ako hitno ne naprave kirurški rez, Air Berlin će vrlo brzo umrijeti. Bolje da kompaniju svedu na 35-40 aviona, nego da ona skroz nestane.

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    3. To stoji i slazem se da je njima potrebna nema ekstremna mera kako bi se izvukli. Ali, ja vidim jedan problem a to su sindikati koji sigurno nece prihvatiti sve te neophodne mere.

      Sindikati su obicno kao paraziti koji stite licne interese nezavisno od toga da li to dovodi firmu u stanje bankrota, najbolji primer toga je AF. A svi znamo kako su jaki sindikati u Nemackoj.

      Uz sve to, dok AB svrlja levo, desno, Ryanair i Eurowings se polako konsoliduju i otimaju trziste. Iz tog razloga mislim da je za njih kasno. Ako se dobro secam, jedna od AB-ovih najprofitabilnijih kratkolinijskih ruta je TXL-CGN gde im je sada usao FR sa svojim €9.99 tarifama. Kako konkurisati sa tim?

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    4. Nemjee, apsolutno ste u pravu. Ali i sindikati se pomire sa sudbinom kada vide da je sve otišlo k vragu, a ovdje stvarno jest. Mislim da je to svima jasno. Evo vam primjer Alitalije. Ko bi reko da će talijanski sindikati (definitivno najgori na svijetu) prihvatiti onu prvu privatizaciju (Air France + Air One), pa nakon toga i prodaju Etihada. Obije su značile ogromna rezanja kako ljudi, tako i plača i privilegija.

      Jedino u ćemu se ne zlažem je da Ryanair i Eurowings POLAKO otimaju tržište. Ryanair juri u njemačku ekspanziju, Eurowings će ove godine dovršiti sređivanje vlastitog sustava i inkorporaciju Germanwingsa u sustav, a potom kreće vrtoglava ekspanzija (Brussels, Condor, SAS, Adria, Croatia...). Ako se sve ostvari što su najavili Eurowings će biti jači i od Ryanaira. Nemojmo zavoraviti da je prvi cilj stvaranja Eurowingsa udar na Air Berlin (drugi cilj ostali LCC, treći cilj MEB3, četvrti cilj ostala dva prijevoznika u EUB3).

      A to znači da od iduće godine tek počinju problemi Air Berlina. Novi i daleko gori problemi, pri čemu se oni nisu mogli nositi ni sa postojećim koji nisu ni izbliza toliki što ih čeka.

      Uz to imate EasyJet koji se i dalje širi, Transaviu koja je otvorila bazu u MUC, te Swiss koji žestoko udara na Etihad po svim frontama (Darwin je već sveo na zanemarivu minijaturnu kompaniju koja živi na aparatima). Ništa dobro se ne piše Air Berlinu!

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    5. Sto se tice AZ, mislim da je bio olaksavajuci faktor to sto je MXP vec bio ugasen kada je EY usao u celu pricu. Da nije ko zna kako bi se sve odigralo. A i sami sindikati stvaraju probleme EY-u od kada su preuzeli AZ. Zar nije bio neki strajk pre neke dve nedelje? Onda setimo se pre dva leta kada su namerno gubili kofere i tako dalje.

      Mislim da ste suvise velikodusni kada ste reklida im problemi krecu od sledece godine. Ja mislim da ce oni krenuti vec od oktobra kada se tradicionalno smanji broj putnika dok ove godine, za razliku od prosle, bice mnogo vise sedista u ponudi na trzistu.

      Mislim da je vazno da se pomirimo sa cinjenicom da je AB mrtva firma. Mene mnogo vise zanima kako ce se odvijati stvari nakon njihove sahrane. Kao sto ste napisali tada nastupa borba zimedju LH/EW, FR, U2 i HV.

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    6. AB je definitivno gotov. evo jedna ideja:
      319 - sve (6) za JU
      320 - 25 ostaviti, 5 za JU, 15 za AZ i 7 za EY
      321 - 3 za JU, 8 za AZ i 10 za EY
      330 - 2 za JU, 1 za HM, 3 za 9W, 5 za EY i 3 za AZ
      737 - sve (5) za JU za Aviolet
      738 - 4 za JU za Aviolet, 8 za 9W
      Dash 8 - ostaviti LGW, da obavlja letove za JU, AZ i krnji AB

      LGW izdvojiti iz AB, a Niki ili spojiti sa LGW ili prodati

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    7. sa preostalih 25 aviona napraviti neku foru kao što je Austrian pre nekoliko godina prebacio sve na Tyrolean, pa tako da AB prebaci sve na 4T, pa ako preživi preživi, ako ne neka 4T preuzme potpuno operacije

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    8. Mislim da bi 25 vazduhoplova bilo previse za JU. Iako su im prekopotrebne dodatne letelice mislim da bi 2 do 3 A319/20 bilo sasvim dovoljno.

      Ne zaboravimo da sada JU mora da poradi na prodaji, posebno sto se tice putnika koji bi presedali u Beogradu a koji putuju iz zapadne Evrope ka Balkanu, Libanu i Kipru.

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    9. Pa što bi, pobogu JU sa 25 dodatnih aviona? Da i potpuno izbaci ova 4 737-300 povečanje kapaciteta od 100% odjednom ne da je nerealno, nego nije uspjelo do sada apsolutno nikome. Razne kompanije kao Kingfisher su slomile zube na manjoj ekspanziji od toga. JU se jedva hrva i sa ovim povečanjem, upravo radi toga se i ukidaju linije i frekvencije (jer se još uvijek traže i uče na iskustvu, nažalost), no sa 100% povečanjem ne bi imali nikakve šanse. Konačno u idućih 10 godina nema tržišta u regiji, a kamoli u Srbiji za toliko aviona. Da nestanu Adria, Croatia i Monetenegro Air Serbia ne bi mogla progutati toliko aviona odjednom, a kao što znamo sve te tri kompanije su još uvijek ovdje, i biti će još bar neko vrijeme (bar JP i OU). JU bi mogla, eventualno, progutati jedan A330, dva A319 i dva A320, te eventualno zamijeniti cijelu flotu 737-300 Avioleta sa dva A321 (naime Aviolet treba toliko avione, a sadašnja flota je tolika u prvom redu radi nepouzdanosti i kao backup matičnoj firmi). I to je vrlo optimističan maksimum.

      Navodno je plan slijedeći:
      - da zadrže hubove u DUS i TXL, sa svega ostalog da se povuku

      - da 40 aviona ide Lufthansi koja bi ih involivrala u Eurowings (znači A320) i to iz postojećih baza (STR, HAM, MUC, možda i ZRH)

      - dobar dio flote iz TXL i DUS preuzeti će TUIfly, a posebno A330-200

      - Air Berlin će zadržati samo najprofitabilnije linije

      U tom kontekstu za zaključiti je da Etihadov "model" revitalizacije firmi nije uspio ni u Darwinu, ni u Air Berlinu, dok za ostale još ne možemo donositi zaključke. Alitalija je smanjila gubitak ali je još uvijek ogroman gutač novaca, što bi se moglo urušiti kao kula od karata, Jet je nestabilan i iako pokazuje znakove oporavka rezultati im nevjerovatno variraju, a i upitno je koliko su realni, Air Seychelles je do potpuno stao u razvoju i ne dešava si ništa novo već duže godina (ostali su na minijaturnoj floti i broju linija). Air Serbija još uvijek dobiva sredstva iz investicije i subvencije Srbije, a tek neko vrijeme nakon što se ta sredstva prestanu isplačivati vidjet će se je li ovaj, za sada pozitivan, model održiv i isplativ.

      U slučaju Air Berlina govorimo o ogromnoj investiciji koju je Etihad imao, a koja se mjeri u stotinama milijuna EUR, uključujući i kupnju ff programa. Bačen novac, rezultati apsolutno nikakvi.

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    10. Mislim da postojanje OU, JP i YM nije toliki faktor za JU koja crpi putnika iz mnogo vece zone od ex-YU. Da, sto se tice bivse Jugoslavije tu su bitni ali koji procenat celokupnih transfer putnika dolaze odatle?

      Za JU su mnogo opasniji W6. FR, A3, TK, OS... jer Er Srbija pokusava da im otme deo kolaca.

      Pogledajmo zimski red letenja Aegean-a koji ce ove zime imati skoro duplo vise letova ka MXP i FCO dok ce zadrzati dosta gradova koji su uvedeni ovog leta. Cak ce im i IKA biti 5/nedeljno.

      Znam da mnogi ovde ne vole kada se JU poredi sa A3 ali mislim da je to najrealnije poredjenje. Er Srbija bi morala da raste u zapadnoj evropi to jest da tamo pojaca svoj point of sale jer su ti putnici neuporedivo lukrativniji. Zimski red letenja ce uskoro biti finalizovan i onda cemo videti pravo stanje stvari. Za sada ipak nije zadovoljavajuce da zimi lete svega 4/nedeljno za CPH ili ARN.

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    11. Purger,

      Air Seychelles je bitno napredovao u poslednje tri godine - kako sa flotom tako i sa linijama. Počeli su razvijati regionalnu mrežu sa dva A320 koji im lete za BOM, DAR, MRU i TNR. Pre toga su pokušali proširiti long haul mrežu sa još jednim A330 no to nije baš najbolje išlo pa su ostavili jedan koji leti SEZ-AUH i prešli na ovaj regionalni koncept. Pre tri godine su imali bitan napredak na nivou usluge u odnosu na period pre ulaska Etihada. Oni su specifičan prevoznik na specifičnom tržištu i ne može ih se posmatrati na isti način kao ostale članice Etihadove alijanse.

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    12. Nemjee svakako je da Air Serbija feeda svoje linije na daleko širem tržištu od Balkana. No, još uvijek većina putnika dolazi iz feeding linija u exYU (LJU, ZAG, PUY, SPU, DBV, SJJ, BNX, TGD, TIV, SKP, OHR). Ukupno 21 dnevni let ljeti i 12 dnevnih letova zimi. Sve ostale feeding linije (Grčka, Cipar, Albanija, Tel Aviv, Beirut, Rumunjska i Bugarska) zajedno nemaju ni blizu toliko polazaka. I naravno da su primarna konkurencija Air Serbiji uprave Adrija, Montenegro i Croatia.

      Air Serbija ne može konkurirati Turkishu, pa ni Aegeanu, konačno ove kompanije nisu realne da bi mogle bankrotirati. Djelomično konkurira TAROM-u i Bulgarianu, no u slučaju TAROM-a nema ni govora da o možebitnom bankrotu i nestanku, a u drugom slučaju je zanemariv utjecaj eventualnog bankrota Bulgarian Aira na količinu povečanja flote Air Serbije. Da pojednostavim Air Serbia na prostoru Bulgariana ima 13 tjednih letova, na prostoru Croatie (Hrvatska + SJJ, SKP gdje konkuriraju) 53 letova. Dakle kada smo raspravljali o možebitnom masovnom povečanju flote na isto bi mogao utjecati samo bankrot Croatie, Adrie i Montenegra, no i u sluačju bankrota njih svih to ne bi opravdalo povečanje flote od 100% odjednom.

      Kada je Etihad preuzeo Air Seychelles radio sam analizu (2013.) što se desilo sa gotovo bankrotiralim prijevoznikom. Kod preuzimanja Etihad je po kupnji postavio flotu od 2x A330, 4x DHC-6, i jedan Short 360. Danas imaju 1x A330, 2x A320 i 6x DH6. Dakle neznatno povečanje u ukupnom broju sjedala, povlačenje sa long-haula. Imaju 8 linija, 2 više nego te 2013. Broj tjednih polazaka je gotovo isti. I nitko nije uspoređivao ovu kompaniju ni sa čime nego je konstatacija da kompanija stagnira.

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    13. Purger,

      Nazalost stvari nisu tako jednostavne te ne mozemo posmatrati samo kroz prizmu nedeljnih ucestalosti.

      Razlog zasto JU ne konkurise JP i OU je zato sto Er Srbija vuce putnike iz ZAG i LJU ka istoku dok OU i JP voze u suprotnom smeru, to jest ka zapadu. Ovo je posebno ocigledno ako pogledamo connectivity iz ovih gradova za dalje preko Beograda.

      Isto tako, ne zaboravimo da izuzev Crne Gore, JU ne salje nigde drugde (unutar ex-YU) Erbas tokom cele godine. Hrvatska obala ga dobija ali samo tokom par letnjih meseci i to ne svaki dan. Mislim da bi poredjenje ponudjenih sedista bilo znatno zanimljivije, posebno leti kada neki kao ATH dobijaju i po dva A320 na dan.
      Tokom leta, Atina sa svoja dva dnevna leta na A320 ima vise putnika nego po dva dnevna za LJU i ZAG.
      Cak i sam BEY koji je hronicno pun tokom sezone preveze vise putnika negdo dupli let na Atr za Zagreb. Za razliku od Zagreba, BEY je skoro iskljucivo pun transferima.

      Na kraju, rekao sam da su A3 i TK mnogo realniji konkurentni jer ipak imaju slicniji poslovni model sa JU-om nego JP i OU. Interesantan podatak je da je JU bas od A3 i TK osetio udarac na hrvatskoj obali, to jest u Dubrovniku. Nije ga osetio od JP ili OU.

      Ako bi JU dobio mlazni avion onda bi on sigurno bio postavljen da leti van regiona ka aerodromoma poput LED, HAM, BEY, TLV...

      Isto tako, dodao bih da kada pricamo o transferima i nedeljnim ucestalostima ka regionu, treba zanemariti MNE trziste jer je ono primarno punjeno sa O&D putnicima.

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    14. Nemjee, mi i dalje pričamo o 25 Air Berlinovih aviona u Air Serbiji, te koja je šansa za tako što, zar ne?

      Volio bih da shvatite da je ovo sa Adriom, Croatiom i Montenegrom bio argument da čak ni kada bi te tri kompanije propale Air Serbija ne bi imala potrebu za 25 aviona kojim bi napunila gap koji bi tada nastao (više letove prema Sloveniji, Hrvatskoj, Makedoniji, Crnoj Gori i Bosni). To je bio razlog rasprave, a ne kolika je konkurencija u pojedinim tržištima, komparacija sjedala feeding ruta, koliki je konektiviti.

      Pa da ponovim argumente:
      1. Air Serbia ne može progutati 25 aviona odjednom čak ni da odmah propadnu Adria, Croatia i Montenegro (nekim čudom da propadnu i idućih par mjeseci i to svi odjednom).

      2. Bulgaria Air je u toj priči nebitan, jer čak i da propadne Sofiju drži Wizz i Ryanair, a broj letova prema tamo je zanemariv, kao i moguće povečanje kapaciteta Air Serbije u slučaju propasti Bulgarie.

      Primjerice ukoliko ode Adria, Air Serbia bi morala povečati kapacitete za Ljubljanu, ali i za Skopje, Podgoricu, Sarajevo, Prištinu i Tiranu, tj. tržišta gdje više ne bi bilo Adrije. Isto tako i u slučaju da Montenegro prestane letjeti Air Serbija bi morala nabaviti bar 3 aviona da poveča broj frekvencija iz Podgorice i Tivta i usmjeri putnike na konekcije prema Beogradu. To je bila intencija rasprave, zar ne?

      3. Naravno da ne ulazimo u imaginarnu raspravu bi li tako što bilo moguće da propadne TAROM, Aegean ili Turkish, obzirom da za tako nešto nema baš nikakve šanse u ovom momentu.

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    15. Air Serbia or any airline for that matter could do with additional 25 aircraft if they were given for free if to use their brains. A number of a/c could be leased to other carriers and the rest used to open the much needed destinations without which JU can never be profitable:

      - Tehran
      - Cairo
      - Addis Abeba
      - Ankara
      - Izmir
      - Tabriz
      - Baku
      - Almaty
      - Erevean
      - Sochi
      - Amman
      - Lvov (ATR)
      - Krakow - largest metropolitan area in Poland (ATR)
      - Chisinau (ATR)
      - Nice
      - Madrid
      - Barcelona
      - Plenty of current destinations that need to become double-daily which warrants further aircraft acquisitions

      ...and that is only to name a few since probably i am missing some at this late hour. OU/JP are irrelevant to JU since ex-YU shouldn't be JU's main customer base anyway, if it wants to thrive that is [not only survive] and avoid the joys of seasonality. While as we can see the European network is far from done contrary to some statements, the Eastern and Souther one is precarious to say the least. If it stay the way it is, Air Serbia will remain a small airline on the sidelines of the LCC's and EU3 (mainly Lufthansa group) expansion and confrontation, but without the customer advantages of either. Aegean has already understood that, that is why lot has to be learned from comparing the two.

      Bottom line, profitability is a matter of scale* and willingness to take risks, while provided with good organization additional ressources can only help if to use them wisely (*unless you're a <5 aircraft niche airline such as HM).

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    16. And you know someone who would give planes for free???? Even 25 of them????

      "Nema đabe ni kod stare babe"

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    17. Gospodine Purger opet pravite OT od nekoliko dana stare vesti da bi je nekako uporedili sa nekim kompanijama a to isto ste mogli da uradite kad 9W ili HM objave odlicne rezultate.
      Ti avioni od AB ne moraju biti za dzabe ali svako zna da bi to donelo prevelik Profit ASL i nebi bila vise kompanija manje velecine nego srednje sto bi jos donelo samo dobit. I jedino tako bi mogla nekako da bude konkurencija TK i A3 i nebi imala
      Probleme da puni svoje destinacije . A kako je naveo i gore Gospodin Aerologic ima jos mnogo Destinacija gde bi ASL mogla vrlo profitabilno da leti.
      INN-NS

      Delete
    18. O BOZE!?!?!?!

      Sinko, oni rasprodaju svoju flotu. Ne poklanjaju je, nego je rasprodaju u nadi da će na taj način naknaditi nešto od 1,75 milijardi USD. Pobogu kako si uopće mogao pretpostviti da bi netko poklanjao avione?!?!?!?

      Svaki rast koji nije generički jest rizičan. Svaki rast koji je preko 20% flote je teško kontroliran i vrlo rizičan.

      100% povečanje flote odjednom nije upsjelo još nikome. Pa ne bi ni Air Serbiji.

      Konačno, sve je to toliko hipotetski da uopće ne znam zašto treba voditi raspravu o tome.

      Prave teme za raspravu su:

      1. Koja je pozicija Air Serbije u Etihad grupi nakon propasti (ili ogromnog smanjenja) Air Berlina. Koliko će Air Serbija postati važnija (a hoće) i kakve to benefite donosi.

      2. Funkcionira li i do koje mjere Etihadov "spasilački" ulaz u kompanije, te koliko su oni, svojim utjecajem, znanjem i resursima, uopće sposobni pomoći takvim kompanijama.

      3. Koliko će na cjelokupnu gurpaciju utjecati ova promašena investicija. Investirano je više stotina milijuna EUR koji se očito neće vratiti.

      4. Može li Air Serbia prebaciti sve svoje odnose koje je imala sa Air Berlinom na Alitaliju (code-share, maintenance, školovanje, nabava...)

      Delete
    19. PurgerAugust 11, 2016 at 10:24 PM

      Da, da.. u tom se slucaju u potpunosti slazemo.

      Delete
  5. Amazing growth for Skopje and there is still more potential. If Wizz bases a fourth aircraft or possibly Ryanair starts flights. There are also a few legacy carriers that could still start flying to SKP.

    ReplyDelete
    Replies
    1. Wizz starts Hanover in October plus Qatar Airways starts flights next year.

      Delete
  6. This is only temporary. LJU will bounce back because Slovenia, unlike Macedonia, has a much more stable economy and a wealthier catchment area. In two years things will change.

    ReplyDelete
    Replies
    1. ...and lots of airports in the vicinity.

      Delete
    2. Economy might be a factor in this Story, but I don't think LJU can "bounce back": first, ZAG will gain more importance and furthermore JP will fly less and less from LJU (my estimate, it will ceas to fly alltogether at some point of time)

      Delete
    3. ZAG will become more and more important in what sense? They are expensive and VCE will always be a more affordable option for those who want to travel from a surrounding airport.

      Delete
    4. How do you then explain the east Slovenia driving plates at ZAG? Of course they use VCE, but they use TRS too.

      Delete
  7. As long as Wizz don´t base a 4th a/c or a 230 seater A321 like in OTP or SOF starting end of 2016 for example, the figures will remain a bit higher or at the same level.
    Also it is still unknown when QR will start operating from DOH.
    As for LJU, it was heavily dependent on JP. Hopefully Wizz bases 1 a/c over there.

    ReplyDelete
    Replies
    1. Just like SKP now depends on bus-like airline named Wizz...who knows what is the future of both....at the momement is great but economy&capital has its own way..but anyway great for SKP and I belive that Slovens will bounce back☺ asap

      Delete
    2. Actually, no, they don't depend on Wizz. The challenge was in proving where and how strong the P2P market was. This will always be true and replacable by other airlines of any kind.

      This is unlike a hub model which depends on a strong airline which is either exploiting gaps in the market or setting up a legacy - JP being the former obviously, and the profitable gaps have been filled in the meantime.

      Delete
    3. Wizz will never base an aircraft in LJU while JP is still alive....

      Delete
    4. And why they did so in BUD (Malev), BEG (Jat), SOF (Air Bulgaria), OTP (TAROM, BlueAir), Prague (ČSA, Travel Service), Warshaw (LOT), riga (Air Baltic)...

      What is the difference?

      Delete
    5. They don't have a plane based in PRG.

      Delete
    6. Yes, they do. Wizz has 1 plane based in Prague ...

      Delete
    7. Look at the last couple of bases that Wizz Air opened. I doubt you'll find capitals in Central Europe on the list...

      Delete
  8. I wonder if the development over at Nis could possibly affect SKP a bit. Of course I don't mean anything major since SKP is a capital city and offers much more destinations but it still could take a few passengers away knowing that people in southern Serbia were using Skopje quite a bit.

    ReplyDelete
    Replies
    1. No, no one will drive to Niš to get to fly to the same destinations offered from Skopje by the same airline.

      Delete
    2. maybe 3% on routes that SKP and INI share. Sorry to ask here: Is there public transport from Nis to the airport ?

      Delete
    3. @ AnonymousAugust 11, 2016 at 9:27 AM

      I did not mean that someone will drive from Skopje or Macedonia to use Nis, but people from southern Serbia will probably use Nis rather than Skopje. A lot of people in southern Serbia were using Skopje.

      @ AnonymousAugust 11, 2016 at 9:28 AM

      Yes there is a public transport bus from the airport to the city.

      Delete
    4. @9:19, 9:30

      A very valid observation. If there were no development in Nis we could have already seen another based aircraft in SKP. It's just a minor delay in my opinion though. Happy to see INI prosper and offer a direct service to its core catchment market.

      Delete
    5. It's interesting the way people choose to fly in this region. A few months ago I was going from Belgrade to Skopje by minibus and there were actually people onboard who were going to Skopje Airport to catch a flight to Barcelona.

      Delete
    6. True, but in same time less passengers from INI will drive to SKP for flights. Also some of passengers in routes that are not operated from SKP will use INI, especially Ryanair who does not operate from SKP. For now it is just Weeze, but trust me we will see much more routes from Ryanair and Wizzair in near future.

      INI will effect much more on BEG than SKP, but still it will have some effects on SKP also. Huge? For sure not! Significant? Also not. But SKP will lost several thousand INI passengers, that's for sure.

      Not true that just 3% of the routes INI and SKP share. Almost all routes are same:
      Bergamo, Basel, Berlin, Bratislava, Dortmund, Eidnhoven, Malmo and Memingem are served from INI and SKP in same time. Just Ryanair's Weeze is route which is served from INI but not from SKP.

      Delete
    7. TSR is a much bigger threat to BEG than INI is. BEG and INI have more or less the same destinations and no one will go to INI to catch a flight to BTS on FR.

      Delete
    8. Purgeru: all i said was that Wizz can expect a decline of 3% at SKP on routes that its offering from both SKP&INI.

      nisi nesto previse pazio na cas engleskog u skoli ;)

      Delete
    9. Sorry did not understand you well. No hard feeling.

      My English should be better, so true, but also one would help to writhe more clearly. ;-)

      Delete
  9. small correction: Ohrid is 25.832 (not 2.738) ;)

    ReplyDelete
  10. Tivat-the busiest July in history 219,42 travellers ,an increase of 9,76% compared to the last year.Overall this year Tivat airport welcomed 511,060 travellers through its doors, up 7,87%.

    ReplyDelete
  11. SKP: 2nd half of ´16:

    - Wizz new to Hannover (2 weekly from Nov)
    - Wizz increase Berlin (from 2 to 4 weekly)
    - Czech to PRG (till end of October 2 weekly incl. charters to Heraklion)
    - Edelweiss (increasing ZRH from Nov from 3 to 6 weekly, daily during Dec)
    - twice weekly charters to Basel (Air Bucharest) in August

    this should keep the growth between 3-6%

    ReplyDelete
  12. Slovenia has privatised all its air business...here is no country subsides or subventions for non. It is time of consolidation. JP will by all means look for new opportunites arroud. Fraport as owner as well. LJU will go through turbulent period.

    ReplyDelete
  13. Good job SKP. Also plenty of good discussion and useful information to read on the blog today. Unlike yesterday when the hater brigade (or brigadier) launched and all out attack early in the morning and would not give up until the entire comment section was so polluted with hate and trolling, there was no use reading it at all.

    ReplyDelete
  14. SKP should be satisfied with its July results. Only 1% increase in capacity, but 5.7% increase in pax is a solid result.

    Anyway, does anyone know if CSA will stay in SKP for the winter (and also, if anyone know their LF)?

    ReplyDelete
  15. QR will start flights to SKP in Feb, I got this info from person who works for QR and is not cabin crew but in the higher levels of the company.

    About the decline in Ljubljana, its also related to the more direct flights from Macedonia for example. Before ppl were used to first transfer via LJU, BEG or ZAG and then reach their final destination.

    ReplyDelete
  16. @ Nemjee August 11, 2016 at 11:53 AM

    pa pazi, ovo što je @11:40 napsao je, očito, samo teorija, i vrlo teško za realizaciju, jer realno, ne verujem da će EY da se povuče iz AB.
    međutim, jedan deo bi mogao da se uzme u obzir. JU definitivno mora da povuče 733 iz upotrebe, a AB ima odgovarajuće zamene u vidu 737/738, tako da bi tu mogla da se napravi neka kombinacija

    ReplyDelete
  17. ExYu najbolje da izdas igru Airline Tycoon exYu edition posto su poceli da krcme avione ABa. Da uzmes neku kintu.

    ReplyDelete
    Replies
    1. A sta je tu tako neobicno? Da malo vise pratis avijaciju znao bi da je AB preuzeo 14 aviona od AZ kada ih je EY kupio.

      Delete
    2. Sve su to jake i profitabilne kompanije kao sto vec dobro obavesten i prepametan znas. Ovde cak i jedan Purger zna da nema potrebe da ASL uzima vise od dva tri dzet aviona obaska sto im fali para za regionalnu flotu da zameni par atrova za novije posto su njegove serije 200 dosta presle.

      Delete
    3. Dosta presle hahaha koji izraz, vracana kilometraza mozda?

      Delete
    4. Predji ti rutu BGD TIV nekoliko puta dnevno ispasce ti zeludac od sletanja i poletanja. Naletelo se to.

      Delete
  18. OT:
    Today 5 flights between IKA and VAR
    Qeshm Airlines, Meraj, Taban Air, Mahan Air and Bul Air.

    ReplyDelete
  19. OT: few days ago JU 801 AUH-BEG was overbooked by 8 seats

    ReplyDelete
  20. One other thing ppl forgetting about SKP and I can see they use it as excuse for LJU and ZAG is that SKP is not in league of his own. Many ppl, including myself are using Thessaloniki and Sofia as well for flights. I'm sure Albanians in Western Macedonia are using Tirana sometimes, so SKP should be proud of the achievement and the figures they achieved.

    ReplyDelete
    Replies
    1. SKP arguably gets much more from PRN compared to what it loses to SOF and SKG. And I cannot imagine any large number of people who would bother to reach TIA from anywhere in Macedonia - even ATH would make more sense.

      Delete
    2. (from PRN = from Kosovo)

      Delete
    3. I don't think anyone from Macedonia uses TIA, as the road connection is terrible. People from West Macedonia started using Ohrid more now, but thats about it.

      But as for SKG, I do believe that a significant amount of people from the south of Macedonia use it.

      Delete
    4. @ Anonymous August 11, 2016 at 4:39 PM
      +1

      @ Anonymous August 11, 2016 at 6:51 PM
      SOF is only 200 km from SKP. Trust me a lot of people are going to fly from there. As for SKG - I never traveled from there, so I can't really tell what is the situation.

      Delete
  21. OT:
    July 2016 (2015)

    Burgas 867.672 (693.026) +25,2%
    Varna 401.718 (335.373) +19,8%

    ReplyDelete
    Replies
    1. I read yesterday that BOJ are expecting to handle 1 mln. passengers during in August alone.

      Delete
  22. LJU bi trebala da predlozi U2 neku malo bolju saradnju imali bi i oni vecu dpbit od toga .
    INN-NS

    ReplyDelete
    Replies
    1. A odakle znaš da nisu predložili "malo bolju suradnju"?

      Delete

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