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When last air Berlin flights have landed in Düsseldorf and Berlin-Tegel late Friday evening, second largest deutscheFluggesellschaft is operating. It is an end that leaves many questions open. What about thousands of employees? Does Air Berlin still agree with easyjet on sale of airplanes? Or does Condor come to course? GebenEuropas competition Keeper of Lufthansa ir consent to take over 81 aircraft including DerAir-Berlin-daughters Niki and LGW? And if so, is re Auflagenfür Germany’s largest airline?
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Whatever answers, it is clear: DasVerschwinden of Air Berlin is part of a consolidation of europäischenLuftfahrtmarktes. Because airline is not alone. Also diefünftgrößte British airline Monarch introduced DenBetrieb in early October. Alitalia is also insolvent and is waiting for buyers – Lufthansa and easyjet are also interested here.
Only recently Lufthansa CEO Carsten Spohr SeinInteresse emphasized a consolidation in market. “The Lufthansa Group is one of world’s largest players in industry and still has only three percent worldwide market share,” he complained in an interview with Handelsblatt. In addition to three strong suppliers from USA, China and Persian Gulf, three strong Europeans are also needed. Sheer size alone seems to promise Spohr advantages, especially in competition with many small low-cost airlines.
Low cost airlines make price pressure
Pressure on market and on weakening airlines are making dieBilligflieger longer with ir battle prices. The major competitors have also reacted to this with action prices. Lastly, ticket prices of VonRyanair and or low-cost providers dropped to a low of around 35 to 97 euros, as DasDeutsche Center for Aerospace shows in its lo-monitor. As a result, favorable air traffic from Germany in summer of 2017 increased by almost 15 and now includes 802 routes.
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“The proportion of low cost segment of air traffic Vondeutschen airports is now 25 percent,” writes authors. The relatively low kerosene price and fierce competition make it possible. In Germany, Lufthansa subsidiary Eurowings is a low-cost market leader with a share of 52 percent, with Ryanair at front with a offish 25 percent in Europe.
The opposite of fierce competition, however, prevails on intra-German routes, especially after end of Air Berlin. On many Verbindungenwird, Lufthansa group will be only supplier. Unless dieWettbewerbshüter make it a requirement for Lufthansa slots to compete. Wher se start and landing times, which are often considered to be hot described, but are actually so demanded for intra-German connections, some experts doubt.
Who wants to make Lufthansa a competitor?
SOSAGT, for example, Professor Frank Fichert, expert in air transport at HochschuleWorms, corresponding conditions were in past mostly wenigerfolgreich in sense of competition. “On Paris-Amsterdamhat line, for example, no one has ever competed with Air France/KLM,” says Fichertmit looking at merger of French and Dutch, which was approved in 2004 under conditions. And with intra-German connections, Lassesich only earns a limited amount of money.
