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[INGLÊS] South African, "tecnicamente quebrada", considera parcerias


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South African Airways Stake Sale Favored in Quest for Profit
By Mike Cohen, Amogelang Mbatha and Kamlesh Bhuckory Oct 24, 2014 6:32 AM GMT-0200
South Africa will search for potential buyers for an equity stake in South African Airways SOC Ltd. as the government seeks to return the national carrier to profitability.
“We will have to go to the market to see what the appetite is,” Public Enterprises Minister Lynne Brown told reporters in Cape Town yesterday. No preferred partners have been identified and the size of the stake that could be put up for sale hadn’t been determined, she said.
South Africa disposed of 20 percent of SAA, as the airline is known, to Swissair in 1999 and bought the shares back in 2002 after the Swiss carrier went bankrupt. The government will raise at least 20 billion rand ($1.8 billion) by selling shares in listed companies, stakes in state-owned entities and real estate to finance a bailout for power utility Eskom Holdings SOC Ltd., Finance Minister Nhlanhla Nene said Oct. 22.
SAA is now “technically bankrupt” and surviving off state-guaranteed loans because its applications for government grants had been turned down by Nene, Brown said. The carrier has delayed the publication of earnings for the 12 months ending March 2014. The company made a 991 million-rand operating loss the previous year.
Brown announced a boardroom clear-out yesterday, accepting the resignations of six members who she said quit because they knew they were going to be fired. They weren’t identified.
Board Divided
Chairwoman Duduzile Myeni was retained in her post, while John Tambi, an air-transportation specialist, and Anthony Dixon, an accountant, were appointed and approved by the government after two board meetings.
The old board was split into factions, divided and “collectively just didn’t work,” Brown said.
SAA has had four chief executive officers in the past two years as different management teams failed to turn the airline around. Present incumbent Monwabisi Kalawe was appointed in April last year.
The carrier wants to replace its aging fleet of long-haul aircraft with new Boeing Co. (BA) and Airbus Group NV. (AIR) models and has named KPMG LLP to advise on the process. A lack of money has delayed the purchase of the new aircraft, Brown said.
To contact the reporters on this story: Mike Cohen in Cape Town at mcohen21@bloomberg.net; Kamlesh Bhuckory in Johannesburg at kbhuckory@bloomberg.net; Amogelang Mbatha in Johannesburg at ambatha@bloomberg.net
To contact the editors responsible for this story: Nasreen Seria at nseria@bloomberg.net John Bowker, Alastair Reed
SA would consider strategic partner for SAA, says minister
BY AGENCY STAFF, OCTOBER 23 2014, 18:30
SOUTH Africa would consider a strategic partner for struggling state-run airline South African Airways (SAA), the minister of public enterprises said on Thursday, as the government looks for spending cuts.
SAA, which has received two government bailouts totalling R10bn, was recently rebuffed for another cash injection.
Finance Minister Nhlanhla Nene on Wednesday slashed growth forecasts for Africa’s most advanced economy to 1.4% in 2014 from a February forecast of 2.7%, and the government capped spending to try and rein in debt.
"Will we look at a strategic partner? I think so. I would like them to investigate going for a strategic partner," Lynne Brown told reporters in response to a question over an equity partner for SAA.
Privatisation is considered a dirty word among many of the ruling party’s labour and communist alliance partners, and Africa’s second-largest economy has trodden carefully around the issue in its economic policies since the end of apartheid in 1994.
SAA has embarked on a turnaround strategy, with an order of new fuel-efficient aircraft seen as crucial.
In July this year, SAA’s group CE said the national airline would finalise plans to replace up to 30 aircraft in a long-haul fleet upgrade worth about R60bn and was looking mainly at Boeing and Airbus.
"We should come out with a financial model for how we fund the airline going forward; we should know which routes we are going to be flying and how we are going to get bums on seats," Ms Brown said.
Reuters

 

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Podemos iniciar com o seguinte:

 

“Privatisation is considered a dirty word among many of the ruling party’s labour and communist alliance partners, and Africa’s second-largest economy has trodden carefully around the issue in its economic policies since the end of apartheid in 1994.”

 

Ahhh, claro, não tenha dúvida. Esse modelo legal, onde a elite burguesa dominante põe o dinheiro, e o ‘cumpanhêro’ ‘queima’ com sua engenharia financeira do ‘eu’, consequentemente levando a SAA pro...

 

Agora quer novamente o dinheiro da, elite burguesa dominante prá, acredite, que essa seja minoritária em um negócio onde o dinheiro dela o ‘ressuscita’, para que o ‘cumpanhêro’ continue torrando o dinheiro alheio.

 

Terá mesmo destino da TAP.

 

Navegador

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Eles pretendem fazer uma composição decoisa que ficou 51%/49%, se a lei sul africana permitir? É isso? Porque a única coisa clara é que privatização está fora de cogitação.

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A SAA sofre o mesmo que a Qantas: sua posição geográfica não é estratégica, dependendo de O&D, limitadas conexões e a presença a ME3 em mercados então cativos da SAA, tais como as ligações entre JNB, PER, BOM e HKG e que era uma das melhores opções para quem saia do Brasil. As ME3 roubaram parte desse mercado e o O&D da África para a Ásia.

 

Não é só as ME3 são percalços para a SAA, a ascensão da ET e KQ como líderes regionais tirou da SAA os passageiros que faziam backtrack até JNB e depois iam para a Europa.

 

E claro, por último, a mentalidade estatal. Manter GRU, BOM e PEK, rotas que perdem dezenas de milhões de dólares por ano, é um luxo quase que exclusivo de estatal.

 

Mas não vai quebrar, cogitam comprar novas aeronaves para dizer que está tudo bem. Qualquer coisa o Estado assume as dívidas e faz um plano de reestruturação para inglês ver.

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É aquela história... quando inexiste vantagem competitiva (e do lado da SAA o pior é que como a maior parte do que ela vende são custosas conexões) falar em rentabilidade de rota é balela pura.

 

Esconde-se que a rede perde milhões e milhões, e ainda tem gente que acredita que existe rota rentável.

 

Na Africa feliz é a TAAG que opera uma rede limitada mas que não precisa se preocupar com conexões já que opera a maior parte do tempo focada em O&D.

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Pessoal, no dia que a SAA sair da unica rota America do Sul - Africa do Sul, a LATAM entra no dia seguinte: demanda existe (estive ha pouco no escritorio da SAA em SP para ver passagens para o verao e as tarifas alem de bem caras, me disseram que os voos estao operando bem cheios nas duas classes). Me desculpem mas se a SAA nao consegue lucrar nas suas rotas intercontinentais, é muita incompetencia da estatal. Diziam que ela diminuiria de 11 para 7 freq. a rota GRU-JNB e ate agora nao se concretizou. CPT é um dos destinos mais turisticos para os Brasileiros e a Africa um grande parceiro comercial do nosso continente. Meu pai presta servicos para Odebrecht e me disse que muitos funcionarios indo para Moçambique voam SAA. Ainda que haja a competicao da EK, QR, EY e TK, muitos passageiros voam para alguns destinos do SE Asiatico (como HKG) via JNB e esta é a mais rapida opcao de se chegar a Perth, na Costa Oeste Australiana, para os Brasileiros.

 

A TAAG é desconhecida ou mal vista pela maioria dos Brasileiros e enche seus avioes com Angolanos que vêm ao Brasil por uma serie de razoes. Com a parceria com a EY, sua imagem deve melhorar muito e LAD sera mais usada como hub permitindo um aumento da oferta para o Brasil.

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Manter GRU, BOM e PEK, rotas que perdem dezenas de milhões de dólares por ano, é um luxo quase que exclusivo de estatal.

.

A435, GRU se mantém rentável segundo um usuário do A.net e faz sentido, afinal qualquer outra opção de vôo entre AM do Sul e aquele pais é bem mais longo. Dai o motivo de se manter as 11 freq.

usflyer msp From United States of America, joined May 2000, 2138 posts, RR: 0

Reply 18, posted Sat Oct 25 2014 16:20:25 your local time (7 hours 15 minutes 7 secs ago) and read 1599 times:

 

Quoting VV701 (Reply 16):. SA's longhaul flights are the money-drain. South Africa's poor geography means SAA has to compete with just about every other major carrier for traffic out of south Africa but can only offer limited connections on the JNB end. The only longhaul flight that is consistently profitable is GRU and that is only because the passengers have very limited alternative options and SAA can price accordingly...

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Pessoal, no dia que a SAA sair da unica rota America do Sul - Africa do Sul, a LATAM entra no dia seguinte: demanda existe (estive ha pouco no escritorio da SAA em SP para ver passagens para o verao e as tarifas alem de bem caras, me disseram que os voos estao operando bem cheios nas duas classes). Me desculpem mas se a SAA nao consegue lucrar nas suas rotas intercontinentais, é muita incompetencia da estatal.

Boulos, pior que conseguiram, post de 2013:

 

 

Mais em: http://centreforaviation.com/analysis/south-african-airways-needs-to-move-forward-with-new-strategic-plan-starting-with-buenos-aires-cut-136900

________________________________________________

 

SAA has not yet moved to cut any long-haul routes
For example, SAA has approval to cut two of its long-haul routes. Three of the carrier’s long-haul routes were identified for cuts in the new business plan and two have been approved.
SAA’s long-haul network is highly unprofitable and has been for a long time. But some routes are too strategically important or too politically sensitive to be cut. SAA has not proposed cutting any of its remaining European routes, which now include Johannesburg to Frankfurt, Munich, London Heathrow and Paris. Cape Town to London was already cut in 2012 – a controversial but necessary move.
Over the last several years SAA has been reducing its focus on Europe and adding to Asia and Latin America. SAA now has more capacity to Asia and Latin America, which account for about 13% of its international seats, than Europe, which accounts for about 12%. But all three of its Asian routes (Beijing, Hong Kong and Mumbai) and both of its South American routes (Buenos Aires and Sao Paulo) are unprofitable.
Buenos Aires should get the axe
Buenos Aires is on the chopping block but SAA has not yet moved to cut the route although it is highly unprofitable and clearly not of strategic importance. Argentina is not a growth market like Brazil and does offer SAA any opportunities for connections. In Brazil, SAA has TAM as a new codeshare partner. With TAM, SAA can serve Buenos Aires along with other destinations in South America via Sao Paulo.
Sao Paulo also has not been performing well and could be reduced to daily from the current 11 frequencies. SAA still wants to maintain a service to Brazil as Brazil is the economic powerhouse of Latin America and the Sao Paulo route provides a key link to another BRICS market. But Buenos Aires, which was resumed in 2009 and has never been profitable, is not seen as critical.
The Argentineans, including leading travel agents, have been lobbying SAA and the South African Government to retain the service. They are concerned the extra six hours of total transit time that will result when passengers are forced to fly via Sao Paulo will impact demand in the Argentina-South Africa market. But the reality is SAA cannot afford to continue covering losses on the route. Argentina could request that Aerolineas Argentinas launches services in the Argentina-South Africa market, which was also served by Malaysia Airlines until early 2012, but Aerolineas is not likely to fair any better and also has been struggling to improve its financial position.
SAA has said it has not moved yet on ceasing any long-haul routes as it has not yet finished the process of consultation and engagements with stakeholders. But the delays in moving forward with Buenos Aires and other route cuts are costly. The carrier did all the proper analysis several months ago in completing the new business plan. It should not even open the door for possible intervention and move to implement the planned cuts.

 

Avião cheio não significa lucro. As rotas para EZE e PEK geraram em 2012 um prejuízo de U$$ 5 milhões e U$$ 30 milhões para a SAA. Sem contar GRU, BOM e HKG.

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A TAM não entrou em JNB na véspera da Copa do Mundo depois de avaliar que o mercado era , na verdade, de conexões.

 

E com a OW no horizonte, a menos que façam code-share com a SAA, e paguem os custos da conexão, um aviao da LATAM dificilmente irá fazer uma rota para a Africa.


E com o Ebola... certamente isso não ajuda nada a South African. Eu mesmo cancelei uma viagem que faria a CPT.

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A435, GRU se mantém rentável segundo um usuário do A.net e faz sentido, afinal qualquer outra opção de vôo entre AM do Sul e aquele pais é bem mais longo. Dai o motivo de se manter as 11 freq.

usflyer msp From United States of America, joined May 2000, 2138 posts, RR: 0

Reply 18, posted Sat Oct 25 2014 16:20:25 your local time (7 hours 15 minutes 7 secs ago) and read 1599 times:

 

Quoting VV701 (Reply 16):. SA's longhaul flights are the money-drain. South Africa's poor geography means SAA has to compete with just about every other major carrier for traffic out of south Africa but can only offer limited connections on the JNB end. The only longhaul flight that is consistently profitable is GRU and that is only because the passengers have very limited alternative options and SAA can price accordingly...

Boulos, creio que a afirmação do forista do A.net foi mais por empirismo. Queria saber com quais argumentos ele se baseou, pois de deficitária em 2012 para "lucratividade consistente" em 2014, acho um pouco estranho. É igual a história da Air Canada em GRU, falam (ou falavam) que era a mais rentável do sistema, mas mal há investimentos, só a troca pelo B77W nos períodos de alta demanda.

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Boulos, creio que a afirmação do forista do A.net foi mais por empirismo. Queria saber com quais argumentos ele se baseou, pois de deficitária em 2012 para "lucratividade consistente" em 2014, acho um pouco estranho. É igual a história da Air Canada em GRU, falam (ou falavam) que era a mais rentável do sistema, mas mal há investimentos, só a troca pelo B77W nos períodos de alta demanda.

A345, de um ano para cá, a SAA fez alguns ajustes importantes na Am do Sul como a extinçao da rota para EZE. Os loads desta rota Sao muitos bons e as tarifas nao Sao baratas, principalmente na C. Em 4 das 11 freq Sao utilizados os 332, bem mais economicos que os 342 e se a carga estiver em um patamar interessante, nao vejo como esta rota que é um verdadeiro monopolio nao estar sendo lucrativa. Ja nas rotas para Asia é diferente: nao ha um grande desvio em se fazer cnx no Golfo, daí que inclusive cias do SE Asiaticos estao sentindo o baque: a Thai acaba de anunciar o fim da rota BKK-JNB. Vale mais a pena para estas investirem em rotas dentro da Asia ou para os EUA, onde as cias do Golfo nao podem concorrer.

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EK opera 4 diários com 77W (em breve com A380 né)

 

Começou hoje:

 

Emirates to Launch 4th Daily Johannesburg Service from late-Oct 2014
by JL

 

Emirates from 26OCT14 expands operations to South Africa, with the launch of 4th daily Dubai – Johannesburg service. All 4 daily flights are served by 3-class Boeing 777-300ER aircraft.

EK761 DXB0440 – 1050JNB 77W D
EK763 DXB1015 – 1625JNB 77W D
EK765 DXB1440 – 2050JNB 77W D
EK767 DXB2320 – 0535+1JNB 77W D

EK768 JNB0930 – 1940DXB 77W D
EK762 JNB1350 – 0005+1DXB 77W D
EK764 JNB1905 – 0505+1DXB 77W D
EK766 JNB2220 – 0820+1DXB 77W D

http://airlineroute.net/2014/06/27/ek-jnb-w14/

 

QR 10 vps com 788

EY 4 vps A330, é a que tem menos presença em JNB

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E já foi parar na Justiça. :lol:

 

 

Emirates row moves into diplomatic channels

BY CAROL PATON, 29 OUTUBRO 2014, 06:14

THE dispute between Emirates and the Department of Transport over the airline’s introduction of a fourth daily flight from Johannesburg to Dubai on Monday is now being pursued through diplomatic channels, the department says.

Last week, Emirates took the department to the High Court in Pretoria in a bid to force it to allow the introduction of the flight in line with a 2007 bilateral agreement between the governments of SA and the United Arab Emirates.

However, while the department adhered to the court order that the flight must go ahead, there has been much diplomatic and internal fallout. Last week, the United Arab Emirates (UAE) wrote to Transport Minister Dipuo Peters asking for an explanation.

"Discussions are taking place between SA and the UAE. We are confident that we will soon find each other on the matter in dispute," department spokesman Tiyani Rikhotso said on Tuesday.

The department has made it clear that it still wants the bilateral agreement with the UAE to be reviewed. Officials said the fourth flight had been agreed to in the context of the 2010 Soccer World Cup and the possibility that flight volumes might have needed to increase.

"The department is not disputing the initial agreement with Emirates. It has noted that it cannot abruptly halt the operations of Emirates, so has allowed for the exercise of the fourth frequency with the view to reviewing the agreement," Mr Rikhotso said.

There has also been internal fallout over the matter, with acting chief director of aviation Vuwani Ndwamoto being suspended last week over his role in the saga.

In August, Mr Ndwamoto wrote a letter to Emirates in which he gave permission for the fourth flight, on the basis of the bilateral agreement. His superior, deputy director-general Zakhele Thwala then wrote a letter to Emirates in October withdrawing permission for the flight.

In Friday’s court hearing, the court found the first letter to be valid but said the second did not apply.

The department would not comment on the case of Mr Ndwamoto, which it said was an internal matter it was not at liberty to discuss. However, at issue will be whether Mr Ndwamoto had the authority to send such a letter in the first place.

The dispute takes place in a context in which South African Airways is fighting for survival and is unable to compete with the prices and offerings of an airline such as Emirates.

While the department said it was not unduly concerned by Emirates’ encroachment on the market, "it remained its duty to ensure the protection of the aviation industry".

"The protectionist approach is being practised everywhere in the world and it should not be viewed as protecting one airline, but is for the benefit of the general populace of SA," Mr Rikhotso said in response to questions.

http://www.bdlive.co.za/business/transport/2014/10/29/emirates-row-moves-into-diplomatic-channels

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  • 7 months later...

Parece que as coisas estão melhorando lá para JNB, GRU deve estar no zero a zero. Interessante como o peso do A340 determina os prejuízos da empresa

 

South African Airways Upbeat On Turnaround
Jun 8, 2015 Cathy Buyck | Aviation Daily
South African Airways (SAA) has looked at a “reset-the-clock” scenario, but at “this point in time there is no such action or need to take such action” to bring the embattled airline to commercial sustainability, acting CEO Nico Bezuidenhout said.
But, Bezuidenhout warned, “If we do not get the necessary agreements with all stakeholders, nothing is excluded.”
SAA—which was in a semi-permanent state of restructuring over the past decades as a loss-making airline despite South Africa being the largest and most-developed aviation market in Africa —received an additional loan guarantee of 6.5 billion rand ($521 million) from the South African government in January to keep it in the air.
Bezuidenhout says the airline is making good progress in its targeted turnaround and is reducing costs. “We’re not yet out of the woods, but we are seeing some positive signs in stabilizing the business,” he says. SAA successfully completed its 90-Day Action Plan in March, and operating results in April were 45% better than the year-ago period, Bezuidenhout says. The 90-Day Action Plan aims to deliver an EBITDA improvement of 1.25 billion rand per year from the start of its current financial year.
As part of the cost-cutting exercise, SAA is renegotiatingthe leases of its Airbus A340s. “There have been some unfortunate fleet decisions in the past. But don’t forget when we acquired the A340, fuel was at $20 a barrel,” asserts Bezuidenhout, adding that the airline operates the four-engined widebodies profitably on a number of routes, such as Frankfurt and Munich. Leases have been renegotiated for three of SAA’s eight Airbus A340s with a savings result of 112 rand million annually.
Renegotiations for the other five A340s are ongoing and expected to yield an additional savings of 150 million rand. Up to 440 million rand in pre-tax earnings improvements will come from network changes.
SAA has already abandoned two of its most money-losing long-haul routes, from Johannesburg to Beijing and Johannesburg to Mumbai.
The Beijing route reportedly lost about million rand per month, and the international network accounted for 1.6 billion rand in losses.
The acting CEO says SAA’s services to Perth, Australia, and Munich and Frankfurt in Germany are profitable. The South American routes are “marginal but improving,” while Hong Kong is already benefiting from ending the route to Beijing. The North American operation is expected to improve thanks to planned changes.
Beginning in August, the daily service to Washington Dulles will operate three times via Senegal and four times via Accra after SAA gained fifth-freedom rights from Ghana to the U.S.. The point-to-point market from Ghana is much larger than from Senegal and “we will benefit from feeder and de-feeder traffic. There [is] no feeder airline available to cooperate with in Senegal,” Bezuidenhout notes.
The network reconfigurations do not only include route terminations. There is also positive news, Bezuidenhout points out. “We started a new route to Abu Dhabi to complement our relationship with Etihad Airways.”
SAA is also growing its sub-Saharan African network “due to strong commercial demand” with more flights between Johannesburg and Maputo, Harare and Mauritius. “Africa is our bread and butter,” he says. “We target to increase revenue from Africa [by] 30% in the next 12-18 months.”
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