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Old April 17th, 2006, 06:10 PM   #1561
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Airport lifts cargo volume to record
17 April 2006
South China Morning Post

A post-Lunar New Year bounce saw Hong Kong airport handle a monthly record of 320,000 tonnes of cargo in March, an increase of 10 per cent over the same month last year and a 29 per cent jump over average cargo volume in the first two months.

Meanwhile, state media reported over the weekend that the Ministry of Commerce had added its approval to plans by an Airport Authority-led joint venture to manage Zhuhai's underused international airport.

For the year to last month, passengers and air cargo throughput at Hong Kong airport was 41.6 million and 3.48 million tonnes an increase of 8.7 per cent and 10.5 per cent, respectively.

"Growth trends for international and regional cargo remain strong," Airport Authority commercial director Hans Bakker said.

"We expect the current growth momentum to be sustained in April in view of the anticipated surge in exports before the mainland's labour holiday."

Hong Kong's strong performance contrasts sharply with that of Zhuhai, the least used of the Pearl River Delta's five airports. While the $6 billion facility has an annual cargo capacity of 600,000 tonnes, last year Zhuhai handled slightly more than 10,000 tonnes.

Yesterday, official reports cited Zhuhai officials as saying the Ministry of Commerce added its approval to the management plans last month. It was unclear if further approvals were required, and the reports said a date for the venture to start operations remained undecided.

After nearly five years of negotiations, officials from Hong Kong and Zhuhai submitted a co-operation plan to Beijing in May last year.

In addition to the equity stake and the 20-year duration, the deal also calls for the Airport Authority to invest $200 million in the venture.
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Old April 17th, 2006, 06:13 PM   #1562
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Former blue chip poised for take-off
Aircraft maintenance firm Haeco is still good value despite hitting historic high, writes Henry Chan

16 April 2006
South China Morning Post

The market has never forgotten the former blue-chip Hong Kong Aircraft Engineering Co (Haeco), the only company in the city involved in aircraft maintenance.

Based in Hong Kong and Xiamen, this Swire Pacific associate provides maintenance for foreign and mainland airlines. The share price has risen from $9 in 1998 to a recent historic high of $78.

So is it too late to jump in now? I don't believe so, remember that share price means nothing; it is valuation and future profit growth that count.

The 2005 results were highly satisfactory. Net profit was $618 million, up 41 per cent year on year, or $3.72 per share, on consolidated sales of $3.1 billion, up 46 per cent. A generous dividend of $1.60 per share was declared for 2005, up 47 per cent year on year. Although results were inflated by consolidation of its Xiamen-based heavy maintenance subsidiary, Taikoo Aircraft Engineering Co (Taeco), the strong growth of Taeco and the Hong Kong operation (limited only by capacity) should not be undermined.

The Hong Kong aircraft maintenance division, located at Chek Lap Kok, increased year-on-year sales by 14.5 per cent to $2.26 billion. Operating profit was $300 million, up 49 per cent. Sales growth during the second half was an even faster 21 per cent year on year. The dramatic growth in sales and operating profit was probably due to the only hangar at the airport running at full capacity.

Aircraft movements handled by line maintenance gained 13 per cent year on year to 253 per day; heavy maintenance sold 1.6 million man-hours, up 15 per cent. Fifty-three per cent of work catered to foreign airlines. Haeco just had too much business to do. The much higher profit margin was probably a result of high utilisation and higher service charges.

To cater for a booming market, Haeco is building a second hangar in Hong Kong for $440 million, which will start operation later this year. The new hangar will eventually employ 600 staff to provide an extra 800,000 man-hours of service. That equals 50 per cent of existing heavy maintenance capacity. If demand for aircraft maintenance remains robust, which should not be an aggressive assumption given the role of Hong Kong as a major air-traffic hub, then Haeco should enjoy robust sales and profit growth next year.

The mainland aircraft maintenance division, dominated by Taeco, booked sales of $928 million, up 452 per cent year on year. Operating profit was $201 million, up 21 per cent. Although results were inflated by consolidating full-year results of Taeco for the first time, organic growth was still robust.

Sales of Taeco gained 19 per cent year on year to $722 million, operating profit gained 19 per cent also. Specialising in aircraft heavy maintenance, Taeco currently has four hangars. The latest one started operations in December, but Taeco already has so much business that it will build a fifth hangar by 2007. Taeco serviced Japan Airlines, Cathay Pacific and All Nippon Airlines, besides 1,026 mainland flights. It also helped Boeing to convert 747-400 passenger aircraft to freighters. Share of profit of jointly controlled entities was $267 million, up a superficially low 4.3 per cent year on year, since Taeco was accounted for as a fully consolidated subsidiary.

Excluding a $70 million share of profit of Taeco in 2004, share of profit actually gained 44 per cent year on year in 2005 since the 45 per cent-owned engine maintenance company Hong Kong Aero Engineering Services Ltd (Haesl) earned 45 per cent more profit.

Last year, Haesl handled 202 engines, up 6.3 per cent year on year. Major clients were Cathay Pacific, Emirates Airlines and Rolls Royce. Singapore Aero Engine Services Pte, which Haesl owns 20 per cent, also increased profit. Given Cathay Pacific's expanding fleet and accelerating Chinese passenger and cargo aviation demands, Haeco will probably see a lot more aircraft maintenance demand.

This year, Haeco could capture income of $3.6 billion, up 15 per cent year on year, and net profit could be $715 million, up 15 per cent, or $4.30 per share. At $75.75 per share, Haeco is traded at a 2006 price/earnings ratio of only 17.4 times. If growth momentum continues, the 2007 valuation should be even lower.

The major risks to Haeco are a slowdown of Hong Kong air traffic and a disease epidemic.

On Thursday, my $10 million simulated portfolio had earned a return excluding dividends of 27.8 per cent since inception in January 2005, outperforming the Hang Seng Index by 6.8 per cent. Dividends gave an extra return of 4.8 per cent. I disposed of 2,000 shares of HSBC and 30,000 of China Resources in exchange for 28,000 shares of Chevalier International and 30,000 of Shanghai Industrial.

Henry Chan is the head of research at Quam (IA) Limited. He owns shares of Shanghai Industrial.
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Old April 17th, 2006, 06:49 PM   #1563
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By AirCanon from HKADB :



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Old April 19th, 2006, 02:58 AM   #1564
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By AirCanon @ HKADB :



By bae146 :



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Old April 19th, 2006, 04:50 PM   #1565
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Zhuhai Airport, HK Airport Get Government Nod

ZHUHAI, April 19, SinoCast -- Zhuhai Airport Group Corp. and Hong Kong International Airport have finally gained the approval upon their cooperation from the Ministry of Commerce of China after talks as long as six years.

The spokesperson for the Airport Authority Hong Kong claimed that both sides had just received government approval and not reached a final agreement yet. The two airports will come into further negotiations upon the details of their cooperation, confirmed Xian Wen, vice mayor of Zhuhai, a coastal and economically fast-growing city in Guangdong Province.

The two airports are rumored to just join hands in their management during the initial period. The Kong Kong airport is likely to rent the equipment of Zhuhai Airport for 20 years at a low price from CNY 200 million to CNY 300 million. In the future, the airport is reported to consider buy into the mainland airport.
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Old April 21st, 2006, 12:54 AM   #1566
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Citic adds weight to rumours
21 April 2006
South China Morning Post

About 13 months ago, Below Deck and a colleague turned the media spotlight on talks concerning a potential exchange of equity between Cathay Pacific Airways and Hong Kong Dragon Airlines, their parent companies and associates.

The reports were duly brushed off by the listed parties, after an inquisitive stock exchange asked for their reaction, as little more than "exploring opportunities in further co-operation", while other firms not beholden to the exchange dismissed the reports of a merger between Hong Kong's biggest airlines as speculation.

As you are probably aware, the merger "rumours" resurfaced again this month, prompting more declarations. The latest conceding to discussions about "operational co-operation" and "the realignment of shareholdings in Cathay Pacific, Air China and Dragonair".

In reality, little has changed since the story surfaced in March last year. But the talks, which have been discreetly if sporadically held all along, were given added impetus by the emergence of Citic Pacific as an active seller of shares in Cathay Pacific and Dragonair.

When Citic chairman Larry Yung Chi-kin (right) this month labelled its minority - but not minor - shareholdings in the carriers as "non-core assets" it was committed to divest, he was reiterating a corporate strategy that had been in the public domain for more than a year.

But when he singled out airlines as part of that divestment, tongues started to wag again about the shape of a shakeout.

Below Deck rarely rubs elbows with Mr Yung and his ilk but it seems likely that you don't earn Forbes' title as China's richest man without having a strong grip on commercial sense. And by following those same sensibilities one can arrive at some fairly logical conclusions about what the future holds - or at the very least eliminate some of the more spurious rumours.

Citic's contribution to last month's four-party disclosure to the exchange revealed that while it may divest some of its 25.4 per cent stake in Cathay, it intended to remain a "significant shareholder" in the long term. It made no such guarantee about its 28.5 per cent stake in Dragonair.

In other words, it was committed to act in Cathay's best interests for the long term, ostensibly ruling out any sale to boost China National Aviation Corp's (CNAC) 43.29 per cent stake in Dragonair past the majority-control threshold.

Analysts believe such a move would signal an end to the desirable merger sending down Cathay's stock value.

Moreover, Citic's stake in Dragonair would fetch a far bigger premium if sold en bloc to Cathay or its parent Swire - giving them majority control of Dragonair - rather than in pieces.

Such a move would also greatly boost the value of the Cathay stake Citic holds, part of which could then be sold to an interested mainland party - say CNAC or its parent, Air China Group.

A stake of 10 to 15 per cent of Cathay would likely come with a seat on the board to match the seat Cathay was awarded on Air China's board last year when it bought 10 per cent of the mainland's biggest carrier.

No doubt China's other struggling airlines would view such a deal dimly, adding to the political hurdles to be surmounted before commercial logic can take the fore.

Surely China wouldn't allow politics to get in the way of commerce?

It's interesting that as these issues get hammered out over the next few months, negotiators from both sides of the border will be busy hammering out a new air services arrangement between the two polities.

Ostensibly, it is hard to see how this deal can be struck - that is, how Beijing can award new traffic rights for Hong Kong airlines to mainland cities and beyond - until the carriers' future ownership structure is clear.

Officials and executives may tell you that the two deals are being negotiated in isolation from each other but Beijing is unlikely to award the same level of new route rights to Hong Kong after the merger of Cathay and Dragonair as it would if the two carriers were competing.

Some cynics would have you believe China's strategy will follow all historic precedents regardless of how the shareholding talks emerge: give Cathay as little access to the mainland's premier commercial centres as possible.

But if Cathay manages to take Dragonair under its wing, the talks become rather less meaningful at Swire House.
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Old April 21st, 2006, 06:21 PM   #1567
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By bae146 from HKADB - Caledonian in 1998 :

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Old April 26th, 2006, 05:16 PM   #1568
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HKG | Hong Kong International Airport

This thread is all about aviation that affects Hong Kong.

Continuation from : http://www.skyscrapercity.com/showthread.php?t=88511


Cathay to make its return to Shanghai
Liberalisation deal will only offer Hong Kong carriers a small rise in flights to first-tier mainland cities

26 April 2006
South China Morning Post

Hong Kong airlines will soon gain more access to the lucrative Shanghai and Beijing markets, but liberalisation of the aviation regime with the mainland is expected to fall several items short of Cathay Pacific Airways' wish list, say officials close to ongoing air service negotiations.

The new deal, agreed in principle at the last round of talks earlier this month, will give Cathay its long-awaited return to Shanghai after more than a decade on the sidelines. But it will only offer a small rise in flights to China's first-tier airports in favour of awarding Hong Kong carriers more access to secondary facilities that probably rank outside the mainland's top 10 for passenger volumes.

"We will gradually open the skies to most of China's airports next year," said He Jinri, a deputy director-general with the General Administration of Civil Aviation of China. "As for the first-tier airports, it is not going to happen until 2008, since the infrastructure cannot offer enough time slots [at the airports]."

An aggressive liberalisation track could be limited to mainland airports that handled five million to seven million passengers last year - such as Chongqing, Xiamen, Qingdao and Dalian. Many are posting annual growth rates in the 20 per cent range.

A breakthrough in the first round of the Sino-Hong Kong talks on April 10 was an agreement in principle to change the way capacity was regulated on specific routes.

Capacity would be calculated in future by the number of flights instead of the number of seats allocated, Mr He said.

Ostensibly, this move opens the door for Hong Kong or mainland airlines to gain capacity to key markets without being granted an increase in flights.

"The capacity could be multiplied as Hong Kong airlines choose to fly with larger aircraft," Mr He said. For example, Hong Kong Dragon Airlines flies eight of its 16 daily flights to Shanghai with A321 aircraft, which seat about 170 passengers. A shift to 300-seat A330 aircraft would result in a 75 per cent jump in the seats it can sell without an increase in flights.

"Given that the time slots at the gateway airports are so tight, airlines will be encouraged to use larger aircraft," Mr He said.

Two key issues still unresolved are the formula for the roll-out of access to second-tier airports and the extent of compensatory beyond rights through Hong Kong to be awarded to mainland carriers.

"[Allowing mainland carriers to serve third destinations via Hong Kong] will enhance Hong Kong's role as an international air hub," Mr He said. "But the [Hong Kong negotiators] do not agree with us. Hong Kong will regret it if it doesn't open up to mainland airlines before Beijing and Shanghai airports get ready and override Hong Kong."

He said the arrangement of restricting each route to two airlines from each jurisdiction was under review, a move that might prove a boon for Hong Kong's second-tier carriers such as Hongkong Express and China Rich Airways.

One executive said competition for secondary destinations was making it tough to gain a foothold in those markets. "I don't see any immediate benefit if this is the full extent of these initiatives. The condition of the secondary markets is already very competitive."

A new round of face-to-face negotiations might not be needed to finalise the deal, sources said.
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Old April 27th, 2006, 04:44 PM   #1569
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HK Dragonair Mar Passengers +10.4% On Yr; Cargo Up 6.6%
27 April 2006

HONG KONG (Dow Jones)--Hong Kong's Dragon Airlines Ltd. said Thursday it carried 10.4% more passengers in March than in the same month last year, and 6.6% more cargo.

Dragonair, Hong Kong's second-biggest airline by revenue after Cathay Pacific Airways Ltd. (0293.HK), said it carried 444,183 passengers last month, up from 402,313 in March last year. The airline also transported 36,262 metric tons of cargo in the month, up from 34,012 tons.

"We carried the second-highest amount of cargo in our history in March," said Chief Executive Stanley Hui. "The rise was a reflection of the return to normal of manufacturing and trading activity after the Chinese New Year holidays in the previous months."

However, he said the company's operating environment remains difficult due to surging oil prices, despite higher passenger and cargo figures, which has led to further bottom-line pressure.

Dragonair flies to more than 30 destinations across the Asia-Pacific region from Hong Kong, while its cargo network connects to Europe, the Middle East, Japan, Taiwan and China.

The unlisted company's major shareholders are China National Aviation Co. (1110.HK), which holds a 43.3% stake; CITIC Pacific Ltd. (0267.HK), with 29.4%; Cathay Pacific, with 17.8%; and Swire Pacific Ltd. (0019.HK), which holds 7.7%.
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Old May 2nd, 2006, 06:18 PM   #1570
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Hope high for end to aviation impasse with India
2 May 2006
South China Morning Post

Top Indian aviation officials have reacted positively to a proposal from an unofficial Hong Kong delegation that would increase the number of carriers eligible to fly to either places, according to Indian aviation sources.

No date has been set for the next round of talks aimed at breaking an impasse that has prevented a vital new air services agreement between the two sides, but senior Indian officials said talks could resume as early as next month.

Other proposals have also mooted more direct flights and the potential for an unprecedented award of fifth freedom rights allowing airlines to pick up passengers and goods bound for third destinations.

"Based on the calibration of the present proposal, there are grounds for us to move forward," a source said.

The exploratory proposal - put forward by both sides' top airlines - indicated their wish lists had changed little since the last round of talks ended in January last year, he said.

India would like to increase the number of its airlines designated to fly to Hong Kong and the number of weekly flights they can offer, and its carriers to be allowed to fly beyond Hong Kong to markets on the west coast of the United States.

Hong Kong Dragon Airlines continues to push for its maiden flights to India, in particular Bangalore. Cathay Pacific Airways is keen to at least increase to daily its four-times-weekly services to Delhi and Mumbai and launch initial flights to Chennai, where it begins all-cargo flights next month.

The deal includes the possibility of an unprecedented award to a Hong Kong airline - probably Cathay - of beyond rights through Delhi to Manchester should equitable rights be granted to Indian carriers, according to the source.

Cathay's bid to fly to Manchester - via Moscow - was shot down in February after a deal it thought it had secured failed to materialise.

The last round of talks ended abruptly after Hong Kong negotiators presented an unexpectedly aggressive mandate to an Indian side which was under the impression negotiations were to focus on a basic framework pre-agreed by both sides' airlines.

As the recriminations flew in the aftermath of their collapse, the government's lead negotiator, Wilson Fung Wing-yip, told local airline executives they lacked the authority to negotiate on behalf of Hong Kong, even on an informal basis.

The official said the Indians still harboured resentment at the way they were treated during the last round, but declined to say whether their displeasure was aimed at Mr Fung's team or Hong Kong's aviation sector in general.

Hong Kong has consistently rejected India's "state policy" of capping access to its "metros" - its main cities - at seven flights a week, requesting 36 additional frequencies a week last time, he said.

Conversely, India equally has rejected Hong Kong's cap on fifth freedom traffic at 50 per cent of an aircraft's seating capacity.

Passenger traffic between the two jurisdictions is increasingly constrained by the present agreement.
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Old May 3rd, 2006, 06:34 AM   #1571
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Quote:
Originally Posted by hkskyline
This thread is all about aviation that affects Hong Kong.

Continuation from : http://www.skyscrapercity.com/showthread.php?t=88511


Cathay to make its return to Shanghai
Liberalisation deal will only offer Hong Kong carriers a small rise in flights to first-tier mainland cities

26 April 2006
South China Morning Post

Hong Kong airlines will soon gain more access to the lucrative Shanghai and Beijing markets, but liberalisation of the aviation regime with the mainland is expected to fall several items short of Cathay Pacific Airways' wish list, say officials close to ongoing air service negotiations.

The new deal, agreed in principle at the last round of talks earlier this month, will give Cathay its long-awaited return to Shanghai after more than a decade on the sidelines. But it will only offer a small rise in flights to China's first-tier airports in favour of awarding Hong Kong carriers more access to secondary facilities that probably rank outside the mainland's top 10 for passenger volumes.

"We will gradually open the skies to most of China's airports next year," said He Jinri, a deputy director-general with the General Administration of Civil Aviation of China. "As for the first-tier airports, it is not going to happen until 2008, since the infrastructure cannot offer enough time slots [at the airports]."

An aggressive liberalisation track could be limited to mainland airports that handled five million to seven million passengers last year - such as Chongqing, Xiamen, Qingdao and Dalian. Many are posting annual growth rates in the 20 per cent range.

A breakthrough in the first round of the Sino-Hong Kong talks on April 10 was an agreement in principle to change the way capacity was regulated on specific routes.

Capacity would be calculated in future by the number of flights instead of the number of seats allocated, Mr He said.

Ostensibly, this move opens the door for Hong Kong or mainland airlines to gain capacity to key markets without being granted an increase in flights.

"The capacity could be multiplied as Hong Kong airlines choose to fly with larger aircraft," Mr He said. For example, Hong Kong Dragon Airlines flies eight of its 16 daily flights to Shanghai with A321 aircraft, which seat about 170 passengers. A shift to 300-seat A330 aircraft would result in a 75 per cent jump in the seats it can sell without an increase in flights.

"Given that the time slots at the gateway airports are so tight, airlines will be encouraged to use larger aircraft," Mr He said.

Two key issues still unresolved are the formula for the roll-out of access to second-tier airports and the extent of compensatory beyond rights through Hong Kong to be awarded to mainland carriers.

"[Allowing mainland carriers to serve third destinations via Hong Kong] will enhance Hong Kong's role as an international air hub," Mr He said. "But the [Hong Kong negotiators] do not agree with us. Hong Kong will regret it if it doesn't open up to mainland airlines before Beijing and Shanghai airports get ready and override Hong Kong."

He said the arrangement of restricting each route to two airlines from each jurisdiction was under review, a move that might prove a boon for Hong Kong's second-tier carriers such as Hongkong Express and China Rich Airways.

One executive said competition for secondary destinations was making it tough to gain a foothold in those markets. "I don't see any immediate benefit if this is the full extent of these initiatives. The condition of the secondary markets is already very competitive."

A new round of face-to-face negotiations might not be needed to finalise the deal, sources said.
How disappointing. China is still holding Hong Kong back.
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Old May 4th, 2006, 06:14 PM   #1572
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Quote:
Originally Posted by Monkey
How disappointing. China is still holding Hong Kong back.
Bilateral negotiations aren't usually one way discussions, and HK can more than hold its own. Note the following quote:

"[Allowing mainland carriers to serve third destinations via Hong Kong] will enhance Hong Kong's role as an international air hub," Mr He said. "But the [Hong Kong negotiators] do not agree with us. Hong Kong will regret it if it doesn't open up to mainland airlines before Beijing and Shanghai airports get ready and override Hong Kong."

Media spin aside, I doubt that CX, as the main airline at HKIA, is particularly thrilled about allowing too many mainland airlines to fly to onward destinations via HKG.
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Old May 5th, 2006, 08:26 AM   #1573
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Quote:
Originally Posted by hkskyline
Hope high for end to aviation impasse with India
2 May 2006
South China Morning Post

Top Indian aviation officials have reacted positively to a proposal from an unofficial Hong Kong delegation that would increase the number of carriers eligible to fly to either places, according to Indian aviation sources.

No date has been set for the next round of talks aimed at breaking an impasse that has prevented a vital new air services agreement between the two sides, but senior Indian officials said talks could resume as early as next month.

Other proposals have also mooted more direct flights and the potential for an unprecedented award of fifth freedom rights allowing airlines to pick up passengers and goods bound for third destinations.

"Based on the calibration of the present proposal, there are grounds for us to move forward," a source said.

The exploratory proposal - put forward by both sides' top airlines - indicated their wish lists had changed little since the last round of talks ended in January last year, he said.

India would like to increase the number of its airlines designated to fly to Hong Kong and the number of weekly flights they can offer, and its carriers to be allowed to fly beyond Hong Kong to markets on the west coast of the United States.

Hong Kong Dragon Airlines continues to push for its maiden flights to India, in particular Bangalore. Cathay Pacific Airways is keen to at least increase to daily its four-times-weekly services to Delhi and Mumbai and launch initial flights to Chennai, where it begins all-cargo flights next month.

The deal includes the possibility of an unprecedented award to a Hong Kong airline - probably Cathay - of beyond rights through Delhi to Manchester should equitable rights be granted to Indian carriers, according to the source.

Cathay's bid to fly to Manchester - via Moscow - was shot down in February after a deal it thought it had secured failed to materialise.

The last round of talks ended abruptly after Hong Kong negotiators presented an unexpectedly aggressive mandate to an Indian side which was under the impression negotiations were to focus on a basic framework pre-agreed by both sides' airlines.

As the recriminations flew in the aftermath of their collapse, the government's lead negotiator, Wilson Fung Wing-yip, told local airline executives they lacked the authority to negotiate on behalf of Hong Kong, even on an informal basis.

The official said the Indians still harboured resentment at the way they were treated during the last round, but declined to say whether their displeasure was aimed at Mr Fung's team or Hong Kong's aviation sector in general.

Hong Kong has consistently rejected India's "state policy" of capping access to its "metros" - its main cities - at seven flights a week, requesting 36 additional frequencies a week last time, he said.

Conversely, India equally has rejected Hong Kong's cap on fifth freedom traffic at 50 per cent of an aircraft's seating capacity.

Passenger traffic between the two jurisdictions is increasingly constrained by the present agreement.
I hope this time some thing concrete comes out or else both sides will be losers. This will let carriers like SQ, TG and MH have the better part of the pie!

I am so egar to see CX in BLR fingers crossed!!!
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Old May 9th, 2006, 10:55 PM   #1574
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Thailand may be the logical choice geographically to add HK-India capacity in the meantime, but the other major Asian airports are not well situated geographically to make additional connection points work.
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Old May 14th, 2006, 07:03 AM   #1575
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HKIA Breaks Passenger Traffic Record in April

(HONG KONG, 14 May 2006) - Passenger traffic at Hong Kong International Airport (HKIA) surged to 3.8 million in April, representing a 14.1% growth over the same period last year and an all-time-high record for monthly passenger throughput.

The robust passenger growth was driven by holiday and business travels as both Easter holiday and the Guangzhou Trade Fair fell in the same month. Daily passenger traffic reached a record high of 154,000 on 14 April, the first day of the four-day Easter Break.

Boosted by the busy traffic in April, aircraft movements grew 10.6% to 23,580 as compared to the same month last year, setting a new daily record of 870 on 14 April 2006. Cargo throughput continued to grow with total tonnage up 3% to 294,000.

Commenting on last month's performance, Mr Hans Bakker, Commercial Director of the Airport Authority Hong Kong (AA), said the visitor traffic growth will continue thanks to the steady increase in passengers particularly from South East Asia and Australasia.

According to the Airports Council International (ACI), the international association for the world's airports, air passenger and freight traffic worldwide will grow at an annual rate of 4% and 5%, respectively, in 15 years' time, with the Asia Pacific region enjoying the highest growth rate in all categories of air traffic.

"To cater for the high demand for air traffic, HKIA has put in place a series of facility and capacity enhancement projects to provide just-in-time facilities to accommodate medium term demands. We are also in the process of formulating a 20-year master development plan for HKIA," Mr Bakker added.

For the past 12 months ended April 2006, HKIA handled 42.1 million passengers, a rise of 9.2% over the previous year. Cargo throughtput and aircraft movements totalled 3.48 million tonnes and 272,400, respectively, increasing by 9.4% and 11.6% year-on-year.
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Old May 18th, 2006, 12:45 AM   #1576
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I wonder whether Guangzhou - HK traffic will overtake the Taipei - HK sector.
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Old May 18th, 2006, 12:50 AM   #1577
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HKIA Hosts the First Regional Airport Conference in Hong Kong
Updated version as of 1900
AA Press Release

(Hong Kong, 9 May 2006) - The Hong Kong International Airport (HKIA) plays host to over 250 CEOs and senior airport executives from 35 countries worldwide at the 16th Airports Council International (ACI) Pacific Regional Assembly, Conference & Exhibition held from 9-10 May at the AsiaWorld-Expo. ACI, the international association for the world's airports, is a non-profit organisation whose prime purpose is to advance the interests of airports and to promote professional excellence in airport management and operations.

Jointly organised by HKIA and ACI, the ACI conference is a platform for senior airport executives to share knowledge and experience in managing issues facing the airport industry. Insights gained will lead to the betterment of the airport industry thereby creating greater economic value for the places and countries the airports serve.

Global airport business experienced a year of remarkable growth in 2005, serving a record passenger throughput of 4.2 billion, a 6% increase over 2004. According to ACI's recent forecasts, air passenger traffic worldwide will double in 15 years' time, representing an annual growth rate of 4% during the period to reach 7.4 billion by 2020. Freight traffic and aircraft movements are expected to grow annually by 5% and 4% respectively during the same period of time.

The Asia Pacific and Middle East will enjoy the highest growth rates in air cargo volume, passenger throughput and aircraft movements. In particular, passenger traffic of these two regions will grow at 6% and 9% respectively, well exceeding the global average of 4%.

Commenting on the high growth rates of Asia Pacific and Middle East, Dr David J Pang, President of ACI-Pacific and Chief Executive Officer of the Airport Authority Hong Kong (AA), said, "While these two regions account for only 25% of the airports worldwide, they represent 60% of the world's population. Emerging markets including India and China will continue to experience strong economic growth, generating huge demand for air traffic."

To cater for the high demand for air traffic, new airports have been planned and many existing airports are implementing a series of development and expansion plans. In 2005, capital expenditure at existing airports worldwide rose to a record USD 36 billion.

However, ACI pointed out that airport capacity is constrained by regulatory, political, environmental and geographic factors. If the issue is not managed effectively and efficiently, handling capacity of airports will fall short of demand by about one billion passenger trips, or 13.5% of expected passenger traffic, by 2020.

Mr Robert J Aaronson, Director General of ACI, said, "We must accept the fact that the Asia Pacific region is facing tremendous growth in the air transport sector and governments need to approve new capacity on a fast-track basis. This new capacity needs to be added in a cost efficient and environmentally sound manner. Market access liberalisation, which will open up new international routes, is part of the solution. In the short term, liberalisation can lead to better use of airport capacity by serving secondary cities with direct services, without exacerbating congestion at major hubs."



(Updated after the ACI Pacific/Asia Joint Regional Assembly held today at 1700)

At the 16th ACI Pacific Regional Assembly today, Mr Max Moore-Wilton, Executive Director of Macquarie Bank and Chairman of Macquarie Airports, was elected as the new Asia-Pacific Regional President for a two-year term. The merger of the Asia and Pacific regions was also announced.

"The merger reflects the outstanding traffic growth in the ACI's Asia and Pacific areas which requires airports to further enhance co-operation so as to provide better and more efficient service in the integrated Asia-Pacific region," Mr Moore-Wilton said.

The newly formed Asia-Pacific region will encompass 478 airports out of ACI's over 1640 member airports, which in 2005 handled 980 million passengers, 28 million tonnes of cargo and 9 million aircraft movements. These include airports in the Middle East, Indo-Pakistan subcontinent, former CIS states, Northeast and Southeast Asia, Oceania, Pacific island nations, Vancouver, San Francisco and Hawaii. The Asia-Pacific's regional office will be located in Hong Kong, a geographically central location providing ease of access and communications.

"The merger will facilitate member airports in the region to share resources, new technology and management experience with each other. Additional strengths released by the integration can also help the industry in the region to expand its business, further cementing the airport's role as the engine for economic growth," he said. "I congratulate out-going ACI-Pacific President Dr David J Pang for his vision, leadership and invaluable contributions to ACI over the past two years."

The restructured ACI has five geographical regions, namely Africa, Asia-Pacific, Europe, Latin America/Caribbean, and North America, with its world headquarters in Geneva, Switzerland.
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Old May 18th, 2006, 12:56 AM   #1578
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By AirCanon from HKADB :

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Old May 19th, 2006, 05:58 AM   #1579
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What is the current capacity of Chek Lap Kok (million PAX)?
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Old May 19th, 2006, 02:29 PM   #1580
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Quote:
Originally Posted by Vapour
What is the current capacity of Chek Lap Kok (million PAX)?
i think it's 45 million... and with the completion of T2 (skyplaza) late 2006, it'll be raised up to 65 million and the ultimate capacity is around 87 million.
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