Development Potentials of Low Cost Aviation in the Republic of Croatia
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A. Vidović, S. Steiner, I. Štimac: Development Potentials of Low Cost Aviation in the Republic of Croatia ANDRIJA VIDOVIĆ, Ph.D. Traffic Planning E-mail: [email protected] Review SANJA STEINER, Ph.D. Accepted: Mar. 10, 2011 E-mail: [email protected] Approved: Nov. 15, 2011 University of Zagreb, Faculty of Transport and Traffic Sciences Vukelićeva 4, 10000 Zagreb, Croatia IGOR ŠTIMAC, M.Sc. E-mail: [email protected] Zagreb Airport Ltd. Pleso bb, 10000 Zagreb, Croatia DEVELOPMENT POTENTIALS OF LOW COST AVIATION IN THE REPUBLIC OF CROATIA ABSTRACT and the share of traditional companies was gradually reduced. The liberalization of the aviation market has enabled Functional organization and the associated traf- low-cost airlines to take over a significant share in the avia- fic and technological processes applied in low-cost tion market. Benefits of low-cost models are multiple, both airlines resulted in up to 50 percent lower operating for passengers and for secondary and regional airports, costs compared to traditional companies. Currently in which were neglected in the past and which record signifi- cant inflow of passengers with the arrival of low-cost airlines. Europe there are 58 low-cost airlines that operate and In the structure of the air traffic in the Republic of Croatia they generate 38 percent of total passenger traffic and in the last ten years, there has been a progressive growth of 23 percent of total Instrumental Flight Rules (IFR) op- foreign low-cost airline operations, which suggests a poten- erations. tial for the operation of a Croatian low-cost airline. Recently, in the structure of air traffic in Croatia a This paper defines the criteria applicable to modelling of significant increase has been noticed in the share of a low-cost airline in the Republic of Croatia in the relevant low-cost airlines. Aircraft operations in domestic traf- context of fleet management, route networking and opera- fic have been reduced to the national operator and a tor’s processes in traffic technology. It analyzes the dynam- small number of charter companies, while completely ics of low-cost airlines operations in the structure of air lacking proper development of the fleet of general and traffic in Croatia and the impact of traffic on the status of airports and the national operator. business aviation to respond to latent demand in do- mestic and regional traffic. KEY WORDS Although traffic at Croatian airports is increas- ing every year, airport capacity is still under-utilized. low-cost airline, traditional airline, airport, route network, Passenger traffic at Croatian airports in the pre-war fleet management years amounted to around 5.5 million passengers car- ried, while the current number of passengers carried 1. INTRODUCTION is around 5 million. Except for Zagreb, Split and Du- brovnik Airports, other Croatian airports have signifi- Deregulation of aviation markets has created a cant development potential in terms of acquisition of new segment of the so-called low-cost airlines (LCA) additional, particularly unconventional operations. which base their model on optimization of the capac- ity of the same model of aircraft used by traditional 2. ORGANIZATIONAL MODEL OF operators and have high frequency and high utilization LOW-COST AIRLINES of aircraft, a specific reservation system, standardized fleet and a specific en-route concept. Deregulation of the U.S. aviation market started The concept was developed in the 1970s in the back in 1978, which means much earlier than in the United States, after which it was applied in the early rest of the world. One of the products of deregulation of nineties in Europe and in the rest of the world. Mar- the aviation market was the appearance of low-cost air- ket liberalization in 1997 enabled low-cost airlines to lines. The best known company that operates under this gradually increase their share in the traffic volumes principle is Southwest Airlines after which many others Promet – Traffic&Transportation, Vol. 23, 2011, No. 6, 519-527 519 A. Vidović, S. Steiner, I. Štimac: Development Potentials of Low Cost Aviation in the Republic of Croatia appeared and most failed to “survive” the competition cause of reduced legroom, low-cost airlines have more in the last three decades. The percentage of compa- seats in their planes. Low-cost airlines have a space nies is surprisingly high considering the extremely high between the seats of 71-74cm while traditional opera- profits that these companies were making. tors have 79-81cm. EasyJet’s Boeing 737-300 places The appearance of low-cost airlines resulted in fur- up to 149 passengers in the same model of aircraft as ther liberalization and integration of aviation markets the British Midland company which has 132 seats. In in Europe. It also led to a significant inflow of travellers the case of a large number of business passengers, in an otherwise neglected, secondary and regional air- they move seats, and 124 passengers can be placed ports, forcing other airports to be more efficient and in the aircraft. Even if these two companies have simi- competitive. Low-cost airlines provide air travel at rea- lar operating costs, the fact remains that, at best, an sonable prices, they provide more jobs and economic easyJet aircraft can accommodate 25 passengers growth, they simplified travel within Europe, forced the more, resulting in 16-17 percent lower cost per seat- traditional airlines and airports to reduce cost and be kilometre [2]. more efficient, reduced the congestion at major Euro- In order to offer lower prices and thereby remain pean airports and increased competitiveness. Regions profitable, low-cost airlines must have significantly in which low-cost airlines direct their flights have rec- lower unit costs than the traditional operators. Table 1 ognized the role of these companies as important so- shows an overview of the costs of low-cost airlines on cial and economic initiators of regional development. short-haul flights (less than 3 hours). The initial index The arrival of these companies has resulted in job cre- of the cost per seat on the route of traditional compa- ation; the rather neglected regions have been put on nies is 100. the map of destinations and have the option of free Table 2 shows the traffic growth at the airports that advertising on internet sites of the airlines and more use low-cost airlines. In comparison, the traffic at the likely inflow of tourists throughout the year [1]. airports in the UK for the same period increased by 37 Low-cost airlines base their business model on percent. continuous monitoring of the market and they close Low-cost airlines use secondary and uncongested the non-profit lines in a very short time and then follow airports since by bringing a significant number of pas- rerouting of the existing fleet to new, profitable desti- sengers to these airports they have usually signed nations. Low-cost airlines have two initial advantages agreements on favourable airport charges. Low cost over the traditional operators, namely: higher capacity airlines, therefore, do not build their own “low-cost air- of aircraft obtained by reducing the space between the ports” and do not invest heavily in their development. seats and the possibility of higher daily utilization of They use the opportunity that there is a large number aircraft as result of shorter handling time. Since there of underserved airports that can hardly survive with- are no classes of passengers onboard aircraft and be- out bringing fresh capital. Low-cost airlines offer to Table 1 – Cost distribution of low-cost airlines on short-haul flights in relation to traditional operators [3] Cost reduction (%) Cost per seat Traditional scheduled airline 100 Low-cost airline Operating advantages: Higher seating density -16 84 Higher aircraft utilisation -2 82 Lower flight and cabin crew costs -3 79 Use of cheaper secondary airports -4 75 Outsourcing maintenance/single aircraft type -2 73 Product/service features: Minimal station costs and outsourced handling -7 66 No free in-flight catering, fewer passenger services -5 61 Differences in distribution: No agents or GDS commissions -6 55 Reduced sales/reservation costs -3 52 Other advantages: Smaller administration and fewer staff/offices -3 49 Low-cost compared to traditional airline 49 520 Promet – Traffic&Transportation, Vol. 23, 2011, No. 6, 519-527 A. Vidović, S. Steiner, I. Štimac: Development Potentials of Low Cost Aviation in the Republic of Croatia Table 2 - Traffic growth of secondary airports due to the influence of low-cost airlines [4] Airport Scheduled passengers 1995 Scheduled passengers 2002 Growth Stansted 2,900,000 17,800,000 405% Luton 600,000 5,400,000 873% Liverpool 400,000 2,400,000 551% Prestwick 200,000 1,300,000 508% Other GB airports 92,600,000 126,600,000 37% local authorities, where there are such airports, agree- to Croatia with several years of delay. The reason lies ments of mutual benefit in which the airline provides mainly in market size and in the fact that the total an- new jobs and promotes business and tourism opportu- nual number of passengers carried in Croatia is the nities in the region, and in return the local government tenth of the traffic of some eminent European airports provides better conditions for the use of the airport. In (e.g. Frankfurt) and underrepresented marketing that most cases, these contracts are an asset to both par- would explain to potential users that flying is no lon- ties concerned. ger a luxury, which can be proved by fares of low-cost airlines. 3. STATUS AND DEVELOPMENT The first low-cost airline in scheduled traffic in Croatia was Germanwings. They established in 2004 POTENTIAL OF LOW-COST AIRLINES a year-round service between Cologne (Bonn) and Za- IN THE REPUBLIC OF CROATIA greb and seasonal service between Cologne (Bonn) and Split, and soon after the introduction of the line There were three registered airlines which owned from Cologne to Zagreb and Split they introduced lines a large aircraft fleet in Croatia in 2009.