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Old September 30th, 2010, 07:38 PM   #1861
aab7772003
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Originally Posted by hkskyline View Post
A couple of weeks ago, I was greeted at the curb by CX personnel, who took my baggage and led me into the terminal @ BOM, bypassing the security line, and to the check-in counter. I was only flying J.
I was talking about HKG, the "home base."
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Old September 30th, 2010, 07:55 PM   #1862
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I was talking about HKG, the "home base."
Well .. the competition has a premium terminal for J and F passengers, not just curb-to-plane service.
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Old September 30th, 2010, 07:58 PM   #1863
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Well .. the competition has a premium terminal for J and F passengers, not just curb-to-plane service.
Do all the competitions have premium terminals? No, for example, SQ and TG do not.
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Old September 30th, 2010, 08:00 PM   #1864
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Do all the competitions have premium terminals? No, for example, SQ and TG do not.
The premium terminal has set a new bar actually. Of course not many airlines have caught up to that yet.
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Old September 30th, 2010, 08:33 PM   #1865
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The premium terminal has set a new bar actually. Of course not many airlines have caught up to that yet.
IF CX is interested in having its own premium terminal at HKIA, there is plenty of land on the the two sides of the terminal 1 main building.
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Old September 30th, 2010, 08:42 PM   #1866
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The premium terminal has set a new bar actually. Of course not many airlines have caught up to that yet.
If i'm not wrong Qatar Airways has a premium terminal for first and business class passangers in Doha.
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Old September 30th, 2010, 08:43 PM   #1867
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IF CX is interested in having its own premium terminal at HKIA, there is plenty of land on the the two sides of the terminal 1 main building.
Well, the problem is how to get passengers there? I'd rather use the existing premium lounges in the main terminal, rather than take buses twice to get there and to the plane.

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If i'm not wrong Qatar Airways has a premium terminal for first and business class passangers in Doha.
Yes, Doha has one. I was there a few months back and F/J passengers board a special bus bound for that terminal.
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Old September 30th, 2010, 09:28 PM   #1868
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Well, the problem is how to get passengers there? I'd rather use the existing premium lounges in the main terminal, rather than take buses twice to get there and to the plane.
When I said the land on the two sides of the Terminal 1 main building, I meant the land next to the Terminal 1 check-in hall. There CX can build a premium terminal that is directly connected to Terminal 1. The land there is mostly used for open air car parking these days anyway.

Lufthansa has a premium terminal at FRA and a premium lounge at MUC Terminal 2. Virgin Atlantic creates a virtual premium terminal at LHR by connecting the Upper Class Lounge to its own fast-track facilities and stunning limousine check-in lobby.

Last edited by aab7772003; October 1st, 2010 at 04:59 PM.
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Old October 1st, 2010, 03:08 AM   #1869
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Old October 2nd, 2010, 08:22 AM   #1870
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I think Cathay Pacific has the best economy class seats!!
image hosted on flickr

http://farm5.static.flickr.com/4136/...cd904cc6_b.jpg
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Old October 2nd, 2010, 12:32 PM   #1871
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Hongqiao flights in high demand, Dragonair says
2 October 2010
SCMP

Daily flights between Hong Kong and Shanghai's Hongqiao airport launched last month have been popular with passengers keen to cut the journey time between the two cities.

So says James Tong, chief executive of Dragonair. Seats had sold out on the route during the week-long National Day holiday that began on the mainland yesterday, he said.

Tong (pictured) believes the strengthening of the yuan against other major currencies has made mainlanders more willing to travel abroad. Dragonair has also logged an increase in the number of travellers from the mainland transiting in Hong Kong for onward journeys to destinations such as Australia, Singapore or Japan, since indirect flights are cheaper than direct flights.

Dragonair operates one daily return flight to Hongqiao. It is one of four carriers to have begun flights between Hong Kong and Hongqiao last month, the others being China Eastern Airlines, its subsidiary Shanghai Airlines, and Hong Kong Airlines. Each operates one return flight a day.

The flights to Hongqiao airport have turned the clock back for Dragonair, now a wholly owned subsidiary of Cathay Pacific Airways, which began operating charter flights to what was then Shanghai's only international airport in 1988.

Dragonair switched its Shanghai flights to the city's Pudong International Airport in 2002, and until recently Shanghai had limited Hongqiao to domestic flights. But many passengers prefer to use Hongqiao because it is close to the city centre, whereas the Pudong airport is 30 kilometres away.

Hongqiao airport opened a second, much bigger terminal in March. The airport's operator hopes adding the second terminal will make it a regional hub thanks to its connections to an extensive transport network that includes direct links to high-speed railways,

The journey from the airport to Nanjing by high-speed train takes just 73 minutes. This month high-speed trains will begin running from the airport to Hangzhou, a journey that will take just 38 minutes.

A subway is being built to connect the airport's two terminals, and is expected to open next month.

On Monday, the Shanghai Airport Authority announced development plans for the city's two airports. It foresees Pudong airport handling 65 million people and 4.75 million tonnes of cargo in 2015, up from the 42 million people and 3 million tonnes expected this year, and Hongqiao handling 35 million people and 750,000 tonnes of cargo by then, up from the 30 million people and 500,000 tonnes of cargo expected this year.

Tong said Dragonair would like three return flights to Hongqiao every day, but added "it's not up to us to decide".
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Old October 2nd, 2010, 04:16 PM   #1872
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Originally Posted by aab7772003 View Post
Your response is basically a "resting on laurels" one and such attitude never "flies" in the airline industry. Sure CX can wear luxury well; it comes down to the choice of vehicles. The Peninsula has its dedicated fleet RRs painted in the specially formulated RR green. Check other airlines premium offerings again before talking about CXs "alcoholic beverage" offerings.

CXs daybreak rooms are nothing to write home about these days:
http://www.airliners.net/aviation-fo...d.main/149958/

CXs revenue profile has changed dramatically over the years, especially after the opening of CLK. CX is now a fast-growing intercontinental network carrier based in Asia rather than an Asian truck route carrier. You would have said back in 1989 that CX would not need triple daily flights to New York at all. Please refer to the the "How to intensify HK's position as a regional aviation hub?" thread. CXs Asian network is already superb. With the growing Chinese economy and the influence of China in South America, one South American route from Hong Kong to Brazil via Sydney or Auckland with intensive code-sharing among CX, QF, LA should be feasible.



As we can see, CX seems to be much more aggressive in expanding its network this year. With Milan, Moscow and Okinawa (operated by KA) being added, but I don't think they will commence services in South America any time soon
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Last edited by Kaitak747; October 2nd, 2010 at 04:24 PM.
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Old October 2nd, 2010, 07:34 PM   #1873
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^ Note that even with growing ties between China and South America, direct / 1-stop same plane flights are few to come by.
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Old October 2nd, 2010, 10:11 PM   #1874
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^ Note that even with growing ties between China and South America, direct / 1-stop same plane flights are few to come by.
Something to keep in mind before another "we have lost the leadership in this area within the Greater China" dj vu. Plus, in the long term, the economy of Brazil will improve rather than deteriorate.

I still vividly remember that all the talks about Hong Kong not needing a "Rolls Royce-class" university when the Hong Kong University of Science and Technology was established in 1991.

HKG, SIN and ICN are competing neck-to-neck in Asia, CX sure conducts competitive intelligence on KE and SQ and sees how they do on their South American services.

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Originally Posted by Kaitak747 View Post
As we can see, CX seems to be much more aggressive in expanding its network this year. With Milan, Moscow and Okinawa (operated by KA) being added, but I don't think they will commence services in South America any time soon
It would be interesting to see when CX will launch flights to MUC because CX is very interested in flying into MUC and thinks HKG can sustain more than the daily LH service to MUC.

Last edited by aab7772003; October 2nd, 2010 at 10:25 PM.
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Old October 3rd, 2010, 05:10 AM   #1875
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Originally Posted by aab7772003 View Post
Something to keep in mind before another "we have lost the leadership in this area within the Greater China" dj vu. Plus, in the long term, the economy of Brazil will improve rather than deteriorate.

I still vividly remember that all the talks about Hong Kong not needing a "Rolls Royce-class" university when the Hong Kong University of Science and Technology was established in 1991.

HKG, SIN and ICN are competing neck-to-neck in Asia, CX sure conducts competitive intelligence on KE and SQ and sees how they do on their South American services.



It would be interesting to see when CX will launch flights to MUC because CX is very interested in flying into MUC and thinks HKG can sustain more than the daily LH service to MUC.
I don't think we should look just at CX. HX is pushing quite aggressively, and with mainland backing, will likely make a splash.

Aviation and economics don't always correlate so well. It's a very big investment to tie up many aircraft to fly from Asia to South America, and unless the economics are right, planes can earn far more flying elsewhere. Ultimately, it's profit, not network size, that wins the day.
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Old October 3rd, 2010, 06:08 AM   #1876
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I don't think we should look just at CX. HX is pushing quite aggressively, and with mainland backing, will likely make a splash.

Aviation and economics don't always correlate so well. It's a very big investment to tie up many aircraft to fly from Asia to South America, and unless the economics are right, planes can earn far more flying elsewhere. Ultimately, it's profit, not network size, that wins the day.
The only possible South American route for CX is to Brazil; CX just has to find out how it could make money on it. Network density (frequency) and network scope (numbers of destinations) determine the maximum profits an airline could make.
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Old October 3rd, 2010, 03:03 PM   #1877
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The only possible South American route for CX is to Brazil; CX just has to find out how it could make money on it. Network density (frequency) and network scope (numbers of destinations) determine the maximum profits an airline could make.
Not really. This super long-haul flight will easily tie up at least 4 aircraft if doing daily service. Is there enough J passenger as Y alone will not likely breakeven. Note that even with a lower cost-base, Chinese carriers are not starting this route, and the Japanese are giving it up. Frequency matters for the established business routes. Whether there is an established market for direct to South America is highly questionable at this point. You increase frequency when you know you are making money and there are prospects for that. Doing codeshare from Australia seems the best solution right now.
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Old October 3rd, 2010, 03:44 PM   #1878
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It would be interesting to see when CX will launch flights to MUC because CX is very interested in flying into MUC and thinks HKG can sustain more than the daily LH service to MUC.
I have no idea whether CX has intention to launch flights to Munich or not, but since the economy is bouncing back sharply, I reckon this route would be commercially viable if they have good marketing strategy. By the way, I also hope CX would resume services to Zurich asap.
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Old October 3rd, 2010, 04:09 PM   #1879
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Old October 3rd, 2010, 04:40 PM   #1880
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The only possible South American route for CX is to Brazil; CX just has to find out how it could make money on it. Network density (frequency) and network scope (numbers of destinations) determine the maximum profits an airline could make.


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Not really. This super long-haul flight will easily tie up at least 4 aircraft if doing daily service. Is there enough J passenger as Y alone will not likely breakeven. Note that even with a lower cost-base, Chinese carriers are not starting this route, and the Japanese are giving it up. Frequency matters for the established business routes. Whether there is an established market for direct to South America is highly questionable at this point. You increase frequency when you know you are making money and there are prospects for that. Doing codeshare from Australia seems the best solution right now.

Just my rough imagination. No idea whether it could be lucrative


HK - New York - Rio de Janeiro or Sao Paulo
HK - San Francisco - Rio de Janeiro or Sao Paulo
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