IBERIA747 From Spain, joined Aug 2003, 1831 posts, RR: 58
Reply 2, posted (2 years 8 months 2 days 7 hours ago) and read 3310 times:
Traffic is again decreasing at MAD while things are completely different at other airports within Spain. Passenger traffic in Spain grew by 6% in 2011 and reached 204.373.288 passengers. Increase at BCN, for example, was 17,8%, reaching 34.399.180 pax.
Avianca From Venezuela, joined Jan 2005, 5925 posts, RR: 40
Reply 3, posted (2 years 8 months 2 days 7 hours ago) and read 3301 times:
well the numbers in MAD are really not doing good, 2 years ago I still thought they will pass very quick FRA as 3rd European airport... but now with the runway and relativly soon new runway bigger aircrafts etc.. I am sure FRA is luring to be again the number 2 or better to say the number 1 on continental europe !!
realsim From Spain, joined Apr 2010, 645 posts, RR: 0
Reply 4, posted (2 years 8 months 1 day 18 hours ago) and read 2814 times:
At MAD internation traffic is increasing. However, domestic traffic is decreasing and that's why the overrall figure shows a slight decrease. The reason? High speed rail. Last year the new high speed rail between Madrid and Spain's third largest city (VLC) was opened, so that busy city pair lost about half of their passengers (train takes only 1:35). Situation at MAD airport will get even worse regarding domestic figures: the new link with ALC should be opened this year, and other lines are under construction. Besides, the train sector will be liberalized and there will be competition between different operators, so the train market share should increase...
MAD relies now in international traffic and the domestic insular destinations in Baleares and Canarias. However, I would think that, once our actual crisis is gone, MAD would become again #4. #3 seems now impossible.
SASMD82 From Netherlands, joined Mar 2007, 771 posts, RR: 0
Reply 9, posted (2 years 7 months 4 weeks 1 day 12 hours ago) and read 1897 times:
Quoting LIPZ (Reply 5): I think AMS will achieve that goal this year
With these serious reduction of capacity, I am not sure about this and neither Jos Nijhuis (CEO of Schiphol) is. From 2013 growth is expected. That is why the terminal (B-apron) will be augmented.
Quoting IBERIA747 (Reply 2): Increase at BCN, for example, was 17,8%, reaching 34.399.180 pax.
How long can BCN grow? I know it is one of the key tourism hot spots in Europe but it now is nearly as big as - let's say - FCO. FCO is a intercontinal hub and BCN isn't. The growth of BCN is remarkable.
KLM and partners have been offering its passengers a finely woven, international network for 92 years. In 2011, we flew 35 million passengers to and from their destinations with our modern fleet. From the outset, KLM has always had an international orientation with the Netherlands as a small home base. KLM’s extensive network connects our country with all the major economic regions of the world.
Our home base Schiphol serves as a top quality, effective and cost efficient airport. Our passengers can transfer quickly and easily and every conceivable destination in the world is readily accessible for cargo. KLM and Schiphol are inextricably linked in this union, in good and bad times.
It’s quite incredible how a small country like the Netherlands has an airport that offers hundreds of destinations. Fifty million passengers a year make use of the airport. And 70% of these passengers either fly with the KLM Group or one of its partners. This illustrates how essential our airline is to Schiphol. There would be no mainport without our network. Investment in Schiphol is always good, but my question remains how Schiphol intends to achieve this.
The local business community
Amsterdam is the final destination for four million KLM passengers; 70% of the remaining passengers transfer at Schiphol and therefore only pass through the Netherlands. This year, for example, a million people from China will travel via Schiphol. One million! This volume will be achieved thanks to the eight Chinese airports served by KLM and SkyTeam partners in Greater China. No other airline can match this.
Contributing towards the economic standing of the Netherlands, offering employment opportunities and attracting companies are amongst the tasks assigned to Schiphol by government. With its extensive network, KLM functions as an important gateway from the Netherlands. As such, we attract numerous international companies to establish themselves in Amsterdam like the Chinese bank. This illustrates KLM’s crucial contribution towards employment opportunities in the Netherlands.
KLM takes good care of its passengers and, of course, its entire workforce of tens of thousands of people. KLM employs more than 33,000 people, mostly in the Netherlands. This makes KLM one of the country’s biggest employers.
Of course, KLM has always contributed towards Schiphol’s growth. Schiphol recently announced its intention to build a new pier in 2015 and expand the terminal towards the west. These plans will require an investment of billions of euros. Of course, KLM is once again willing to contribute towards this investment.
The airport wishes to finance the pier and terminal by taking steps that include significantly raising the charges borne by the airlines. Using the money paid by the airlines, Schiphol covers the daily expenses required to keep the airport operational. It’s logical for the airlines to contribute towards this.
But, aside from this, Schiphol also has reserves built up of earnings generated by parking charges, the shops at Schiphol Plaza and the tax-free outlets. Earnings from our passengers! The one million Chinese travellers carried by KLM enjoy buying a lot at Schiphol. Our passengers pay a great deal to use the parking facilities and spend a lot before departure. All this money goes to Schiphol; KLM sees none of it.
This doesn’t serve the economic interests of the Netherlands. What’s more, the airport wants to invest – this Dutch earned money – abroad, like cooperating with the US airport JFK. This is crooked. First make sure that things are settled in the Netherlands and invest this money in the expansion of Schiphol.
Staying ahead of the competition together
The increase proposed will put us in the unintentional position to charge these costs to our customers. And we don’t want them to suffer because of this. In order to stay ahead of the pack, the last thing you would do is expect your customers to pay. If we did that, we would price ourselves out of the market.
If KLM and Schiphol want to keep their current position, we need to take care of the Schiphol mainport and our network that connects the Netherlands with the rest of the world. This is the core role of our national airport and Schiphol should do everything possible to safeguard this. Schiphol cannot achieve this without KLM and KLM cannot do without Schiphol. Our partnership has spanned many decades . So let’s nurture it together.
I am convinced that our relationship will survive this storm, but a lot of work needs to be done.
No, I mean the reductions by Blue1, UA, CI, MH and GA. Moreover, I fear many more will follow given the current crisis (though some are increasing flights like U2 and TK). Also note that MP is gone.Though many of these pax will now fly ArkeFly some of these pax won't return (overall less capacity an certain routes).