REGIONAL COOPERATION AND ECONOMIC INTEGRATION

PART IV:
b) Second phase from 2011 to 2012
o Bucharest ↔ Belgrade, Zagreb, Sarajevo;
o Belgrade ↔ Bucharest, Sofia, Zagreb;
o Ljubljana ↔ Sofia;
o Sofia ↔ Belgrade, Ljubljana, Zagreb, Podgorica;
o Zagreb ↔ Sofia, Bucharest, Belgrade, Tirana.
c) Third phase after the year 2012
o Bucharest ↔ Tirana, Podgorica, Prishtina;
o Belgrade ↔ Tirana, Chisinau;
o Ljubljana ↔ Chisinau;
o Sofia ↔ Sarajevo, Tirana, Chisinau;
o Zagreb ↔ Chisinau…
Traffic on the specified new city pairs would be served by the formula 3+3 equally by
two airlines on the route. (For example Croatia Airlines on route ZAG↔OTP in days 1.3
and 5 and Tarom on the same route in the days 2, 4 and 7.) Of course there are other
possible combinations: 2+4, 4+3 etc. The specified list of routes can be amended with other
combinations which include other primary airports in the region: Burgas, Varna, Split,
Dubrovnik, Timisoara, Cluj and Tivat.
The implementation of the proposed project with introduction of PSO for the region should
take into account the cultural and ethnic differences, particularly cultural fit factors: work
style, management style, attitude towards the customer, team spirit, performance focus,
attitude towards learning, risk taking etc… (Iatrou, K.and Oretti, M. 2007: 178) Application
of the PSO model must take into account the low living standard, price elasticity of demand
and the appropriate amount of the ticket price. (Vasigh, B., et al. 2008: 65.75)
Creating a single European market more than 58 million people and 30 airports of the
Southeast Europe region would be fully integrated consisting thus market for 500 million
people in total. In order to be successful in this process the airlines of Southeast Europe
should segment their market properly, avoiding the mistakes of both over and undersegmentation,
and build a sound understanding of the needs of their customers in each of
the market segments. (Shaw 2007:48)
At the same time standard of living in the region points to the need of avoiding influence
of exogenous factors (cyclicality, ease of access to capital, cost of aircraft, competition,
consolidation…) and endogenous factors (labour, management, pricing…) to generate
losses in aviation sector. (Pilarski, 2007: 85-176)
Such a project requires an economic evaluation to a deeper look at all the possible economic
and social effects within the region, all in the context of further European integration
processes. One of the key factors is a partnership interested subjects within the region to
achieve the high level of synergy necessary for implementing the project.
CONCLUSIONS
Committing to continue harmonizing legislation with EU laws, removing the remaining
market access restrictions on flights between the EU and the region, removing existing
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