Dagen før dagen
- Thread starter sk931
- Start date
Re: Dagen før dagen
..som en sum av priser, effektivitetsgrad og administrasjon (overhead)..
SGSNO har stive priser, tungrodde prosesser som ikke er spesielt effektive (især på OSL) og er topptunge i administrasjonen...
...da kan du tenke deg hva som er tilfelle for SGSSE og spesielt SGSDK (for ikke å nevne SGSINT)
Vil tro det meste er styrt av "slik har vi alltid gjort det - hvorfor forandre"?
..som en sum av priser, effektivitetsgrad og administrasjon (overhead)..
SGSNO har stive priser, tungrodde prosesser som ikke er spesielt effektive (især på OSL) og er topptunge i administrasjonen...
...da kan du tenke deg hva som er tilfelle for SGSSE og spesielt SGSDK (for ikke å nevne SGSINT)
Vil tro det meste er styrt av "slik har vi alltid gjort det - hvorfor forandre"?
MD11
ScanFlyer Dusty
Re: Dagen før dagen
Sitat fra en artikkel i Boarding.no:
Jansson sier at de nå må få fart på det han kaller "den kulturelle turnaroundprosessen" i SAS og gjennomføringen av "Strategi 2011".
- Vi har brukt for lang tid og brukt for mye ressurser på denne beslutningen. Når vi i tillegg opplever trusler om ulovlige aksjoner, så viser det med all tydelighet at SAS fortsatt har en lang vei å gå før vi har fått på plass en bedriftskultur som er tilpasset konkurransesituasjonen, sier Mats Jansson. .
- Styret ser alvorlig på at lange beslutningsprosesser og trusler om aksjoner forsinker viktige deler av strategien S11. Strategien skal sikre et lønnsomt og konkurransekraftig SAS, sier styreformann Egil Myklebust.
http://www.boarding.no/art.asp?id=30201
Det er dette som er kjernen i problemene til SAS. Fagforeningene styrer selskapet så til de grader at det hindrer effektivisering og tilpasning til markedet. Men sager av grenen man sitter på......er det så vanskelig og forstå?
Sitat fra en artikkel i Boarding.no:
Jansson sier at de nå må få fart på det han kaller "den kulturelle turnaroundprosessen" i SAS og gjennomføringen av "Strategi 2011".
- Vi har brukt for lang tid og brukt for mye ressurser på denne beslutningen. Når vi i tillegg opplever trusler om ulovlige aksjoner, så viser det med all tydelighet at SAS fortsatt har en lang vei å gå før vi har fått på plass en bedriftskultur som er tilpasset konkurransesituasjonen, sier Mats Jansson. .
- Styret ser alvorlig på at lange beslutningsprosesser og trusler om aksjoner forsinker viktige deler av strategien S11. Strategien skal sikre et lønnsomt og konkurransekraftig SAS, sier styreformann Egil Myklebust.
http://www.boarding.no/art.asp?id=30201
Det er dette som er kjernen i problemene til SAS. Fagforeningene styrer selskapet så til de grader at det hindrer effektivisering og tilpasning til markedet. Men sager av grenen man sitter på......er det så vanskelig og forstå?
Superhai
ScanFlyer Rusty
Re: Dagen før dagen
Har du noe som kan underbygge det du sier? Det må jo bety at de andre handlingsaktørene på OSL har det enda værre. Spesielt "profesjonelle" Servisair, Menzies, WF og Røros?
Har du noe som kan underbygge det du sier? Det må jo bety at de andre handlingsaktørene på OSL har det enda værre. Spesielt "profesjonelle" Servisair, Menzies, WF og Røros?
BU662
critical mind
Re: Dagen før dagen
You know, it is a bit funny to read all this:
Actually I do wonder:
Who is really leading SAS? The management or the employees???
It takes a few strike threats and whooops, the management turns on its heals.
SGS shall save 400 Mio. SEK.
Wow, has anyone said how? This is either done by firing people or cutting jobs. And now tell me what is the difference if this would have happened in Menzies or whereever? And would not maybe have Menzies the bigger potential - given their world-wide presence - to attract new customers?
STS another issue.
I wonder no one focussed on this one. All Heavy Work on 737CL goes to TLL. Did not STS leadership promise that the jobs in OSL would be secured by closing SVG? Oh sure, people forget soon. At least the people in TLL will be happy as long as the work stays with them and does not go to Sofia or other cheaper places.
But what happens now at STS OSL? With ~40% of the work gone, what will happen to the employees? Who really thinks that STS will keep them just for gods sake? STS is not the welfare army. So that means, job cuts and firings. Once the MD80 work is going when the birds are phased out, it becomes clear what is the destiny of STS OSL. All 737NG heavy is done in ARN. And as soon as the last MD80 leaves, the lights will go out in OSL. So from that perspective, pray for a long MD80 life in SAS.
Talk about more longhaul planes:
How does SAS wants to pay even for the 12th frame? There is no problem to source such a bird, there is a problem for SAS to fund that.
If you take a look at TAP and Finnair which have total fleets of 50/61 frames, about 15 of these are longhaul or medium-haul aircraft. SAS has 11 out of 150 (if we count out the Q400s).
All the viable carriers in Europe have a ratio of >25% of their total fleet beeing longhaul planes. Those who don't have, they don't earn money as they can't offer an attractive network.
And with such a weak management in SAS as it is now, I have difficulties to see how they want to transform the company into a viable one. They will need to do deep cuts, release capital in the size of at least 8 Mrd. US$ just to finance the fleet renewal.
Is there still anyone who wants to cheer the recent Management decision?
You know, it is a bit funny to read all this:
Actually I do wonder:
Who is really leading SAS? The management or the employees???
It takes a few strike threats and whooops, the management turns on its heals.
SGS shall save 400 Mio. SEK.
Wow, has anyone said how? This is either done by firing people or cutting jobs. And now tell me what is the difference if this would have happened in Menzies or whereever? And would not maybe have Menzies the bigger potential - given their world-wide presence - to attract new customers?
STS another issue.
I wonder no one focussed on this one. All Heavy Work on 737CL goes to TLL. Did not STS leadership promise that the jobs in OSL would be secured by closing SVG? Oh sure, people forget soon. At least the people in TLL will be happy as long as the work stays with them and does not go to Sofia or other cheaper places.
But what happens now at STS OSL? With ~40% of the work gone, what will happen to the employees? Who really thinks that STS will keep them just for gods sake? STS is not the welfare army. So that means, job cuts and firings. Once the MD80 work is going when the birds are phased out, it becomes clear what is the destiny of STS OSL. All 737NG heavy is done in ARN. And as soon as the last MD80 leaves, the lights will go out in OSL. So from that perspective, pray for a long MD80 life in SAS.
Talk about more longhaul planes:
How does SAS wants to pay even for the 12th frame? There is no problem to source such a bird, there is a problem for SAS to fund that.
If you take a look at TAP and Finnair which have total fleets of 50/61 frames, about 15 of these are longhaul or medium-haul aircraft. SAS has 11 out of 150 (if we count out the Q400s).
All the viable carriers in Europe have a ratio of >25% of their total fleet beeing longhaul planes. Those who don't have, they don't earn money as they can't offer an attractive network.
And with such a weak management in SAS as it is now, I have difficulties to see how they want to transform the company into a viable one. They will need to do deep cuts, release capital in the size of at least 8 Mrd. US$ just to finance the fleet renewal.
Is there still anyone who wants to cheer the recent Management decision?
Tommy777
ScanFlyer Mile High Club
Re: Dagen før dagen
So you are saying that SAS can't afford to pay the lease on one wide body aircraft?
Also, are you saying that in order for an airline to renew its fleet, they need to pay the cash for all the aircraft up front? If that was the case, DY would definitely have a problem because in their existence they have only made a few million NOK
Get real. I agree on most of your points here, but implying that SAS is broke is ignorant, they made a substantial amount net in 2006, they will in 2007 as well.
But at the end of the day, I totally agree that SAS needs a strong leadership to modernize the company and make hard decisions!
So you are saying that SAS can't afford to pay the lease on one wide body aircraft?
Also, are you saying that in order for an airline to renew its fleet, they need to pay the cash for all the aircraft up front? If that was the case, DY would definitely have a problem because in their existence they have only made a few million NOK
Get real. I agree on most of your points here, but implying that SAS is broke is ignorant, they made a substantial amount net in 2006, they will in 2007 as well.
But at the end of the day, I totally agree that SAS needs a strong leadership to modernize the company and make hard decisions!
BU662
critical mind
Re: Dagen før dagen
The problem is not the 12th aircraft, which they certainly will lease (mostly due to the residual value that this aircraft will represent in 10 years). If SAS really wanted this aircraft, it would stand on the apron in CPH. There are several A340s on the marked. The problem seems to be more that the whole strategy is not yet planned to the end - where to fly and how to schedule.
Regarding new orders, they may not need a lot of cash for regio jets as BBD will be stretching long. For the narrowboday decision, let us be honest. If SAS goes not now with a 50 fleet order, they will get 2011 and onwards delivery slots. AA will dispose their MD80s and guess what SK's MD80s will be worth when AA has disposed 100 MD80s?
Can SAS afford to wait another 5 years with their fuel-gussling MD80s? At close to 100$/barrel? Not really.
So there is some speed needed. And if you need a bunch of near delivery slots, you need money, cash to pay to those that sit on these delivery slots. The front up financing is not the major problem, only 3-5% deposits in cash, the problem is to get the aircraft not in 20XX but rather soon.
Same view goes for the B787/A350 orders. If SAS waits too long, the competition will have 5 years of advantage where they can fly with newer planes at much lower costs.
So SAS needs money to buy more planes (~25) that are smaller than what they fly longhaul today and to fly more routes more often, which may require to buy some slots. And yes, officially slot trading is not allowed, but it happens, everywhere. And such slot trades will require quiet some cash when attractive airports are involved.
The only thing that SAS can do then to lower their own costs now is to stuff in more seats and bring CASM a bit down, as it happens now with the 737-500 and the 737-700. But there are physical limits.
The problem is not the 12th aircraft, which they certainly will lease (mostly due to the residual value that this aircraft will represent in 10 years). If SAS really wanted this aircraft, it would stand on the apron in CPH. There are several A340s on the marked. The problem seems to be more that the whole strategy is not yet planned to the end - where to fly and how to schedule.
Regarding new orders, they may not need a lot of cash for regio jets as BBD will be stretching long. For the narrowboday decision, let us be honest. If SAS goes not now with a 50 fleet order, they will get 2011 and onwards delivery slots. AA will dispose their MD80s and guess what SK's MD80s will be worth when AA has disposed 100 MD80s?
Can SAS afford to wait another 5 years with their fuel-gussling MD80s? At close to 100$/barrel? Not really.
So there is some speed needed. And if you need a bunch of near delivery slots, you need money, cash to pay to those that sit on these delivery slots. The front up financing is not the major problem, only 3-5% deposits in cash, the problem is to get the aircraft not in 20XX but rather soon.
Same view goes for the B787/A350 orders. If SAS waits too long, the competition will have 5 years of advantage where they can fly with newer planes at much lower costs.
So SAS needs money to buy more planes (~25) that are smaller than what they fly longhaul today and to fly more routes more often, which may require to buy some slots. And yes, officially slot trading is not allowed, but it happens, everywhere. And such slot trades will require quiet some cash when attractive airports are involved.
The only thing that SAS can do then to lower their own costs now is to stuff in more seats and bring CASM a bit down, as it happens now with the 737-500 and the 737-700. But there are physical limits.
Re: Dagen før dagen
Can SAS afford to wait another 5 years with their fuel-gussling MD80s? At close to 100$/barrel? Not really.
As I'm at work, so I don' have the time to go deep, but let me point out a major flaw here. The MD80's aren't as expensive to operate as you think. As the capital cost is low, this compensates to a large degree the high fuel cost. It makes perfect financial sense to still operate the MD80 for another few years. Look at NW and their DC-9's. They're perfectly happy with them on the cost side, and are only retiring them because they are nearing the end of their lifecycle. Look at Allegiant. They are constantly adding MD80's and are making solid profits.
Tunnelvision is not a good thing ....
Can SAS afford to wait another 5 years with their fuel-gussling MD80s? At close to 100$/barrel? Not really.
As I'm at work, so I don' have the time to go deep, but let me point out a major flaw here. The MD80's aren't as expensive to operate as you think. As the capital cost is low, this compensates to a large degree the high fuel cost. It makes perfect financial sense to still operate the MD80 for another few years. Look at NW and their DC-9's. They're perfectly happy with them on the cost side, and are only retiring them because they are nearing the end of their lifecycle. Look at Allegiant. They are constantly adding MD80's and are making solid profits.
Tunnelvision is not a good thing ....
BU662
critical mind
Re: Dagen før dagen
Allegiant is flying a niche route structure and can hardly be compared to SAS.
Dag Johnsen will certainly be quick to give us % number from CO and how the MD80s compared there to the 737(NG). I do personally doubt that the lower financial costs will offset the penalty from increased maintenance and significantly higher fuel costs of the MD80s. But let Dag come with numbers, because CO should know well why the MD80s went when more 737NG came...
Allegiant is flying a niche route structure and can hardly be compared to SAS.
Dag Johnsen will certainly be quick to give us % number from CO and how the MD80s compared there to the 737(NG). I do personally doubt that the lower financial costs will offset the penalty from increased maintenance and significantly higher fuel costs of the MD80s. But let Dag come with numbers, because CO should know well why the MD80s went when more 737NG came...
PAS
ScanFlyer Blue
Re: Dagen før dagen
QUOTE=Superhai;242338]Har du noe som kan underbygge det du sier? Det må jo bety at de andre handlingsaktørene på OSL har det enda værre. Spesielt "profesjonelle" Servisair, Menzies, WF og Røros?[/QUOTE]
:naughty:
Forskjellen er at i skandinavia så kan SGS tilby "pakketilbud" som feks menzies og servisair ikke kan. Den "pakken" kan det hende SGSosl har kommet godt ut av men ikke SGSarn og SGScph. I tillegg kan SGS tilby alle tjenester på OSL som ikke de andre kan, altså høyere priser for at selskapet får tilgang til alle tjenester.
QUOTE=Superhai;242338]Har du noe som kan underbygge det du sier? Det må jo bety at de andre handlingsaktørene på OSL har det enda værre. Spesielt "profesjonelle" Servisair, Menzies, WF og Røros?[/QUOTE]
:naughty:
Forskjellen er at i skandinavia så kan SGS tilby "pakketilbud" som feks menzies og servisair ikke kan. Den "pakken" kan det hende SGSosl har kommet godt ut av men ikke SGSarn og SGScph. I tillegg kan SGS tilby alle tjenester på OSL som ikke de andre kan, altså høyere priser for at selskapet får tilgang til alle tjenester.
