realsim From Spain, joined Apr 2010, 645 posts, RR: 0 Posted (4 years 3 weeks 7 hours ago) and read 8186 times:
As you may already know, Iberia has no service to Asia and there's no indication that they will launch any service in the future. My question is why Iberia can't operate a single profitable to route to Asia. I do not expect them to have a huge network, but it surprises me that they can't even fly some times a week to PEK, HKG or NRT, for example. So, I would like to know the possible reasons of this. I suppose it is related to market size, and to the fact that there isn't enough market to sustain it, but it shocks me that even with connections (IB's network at one end: Spain, Portugal, West Africa, Latam; and OW at the other: JAL in NRT and CX in HKG), there's no enough demand. A flight MAD-HKG would be a hub-to-hub route for OW, as well as MAD-NRT.
It surprises even more if we look at the high number of european airlines that serve PEK, HKG or NRT.
NRT: AF, AZ, OS, BA, AY, KL, LH, SK, LX, VS
HKG: AF, BA, AY, KL, LH, LX.
PEK: AF, OS, BA, AY, KL, LH, SK
Finally, I suppose that with the BA-IB merger, Iberia to Asia will be less likely than without it, but it stills surprises me that more than 10 cities in Europe can have a flight to Tokyo and MAD is unable.
offloaded From United Kingdom, joined Apr 2009, 873 posts, RR: 0
Reply 4, posted (4 years 3 weeks 6 hours ago) and read 8020 times:
There are approx 13 flights a day (BA/IB) MAD LHR so connecting LHR HKG with BA or CX is easy. Ditto BA to PEK/PVG, BA/JL to TYO. In addition, you have EK just started daily MAD DXB, QR flies BCN/MAD to DOH, and SQ BCN/SIN. I would guess that IB has done the numbers and for now is concentrating on areas where they know they make money (eg LATAM) and has no wish to enter the frenzy to Asia.
To no one will we sell, or deny, or delay, right or justice - Magna Carta, 1215
LAXintl From United States of America, joined May 2000, 25169 posts, RR: 48
Reply 5, posted (4 years 3 weeks 6 hours ago) and read 7953 times:
We talked about this only a couple months ago.
Anyhow one thing that works against routes to the Far-East is geography. Spain is on the far southwest edge of Europe, so unlike France, Germany or more central countries virtually all the traffic must be generated in the Iberian peninsula as people are not going to back-track to Spain to catch a flight to Japan. One hope IB could have is to connect some South America traffic to Asia, but even that has many options to chose from these days.
Also the fact that Spain historically has not had much business links at the Far-East, nor is a large business destination on its own further reduces viability of long-haul service.
From the desert to the sea, to all of Southern California
peterinlisbon From Portugal, joined Jan 2006, 507 posts, RR: 0
Reply 9, posted (4 years 3 weeks 4 hours ago) and read 7738 times:
Air Europa and another Spanish airline (I think it was Air Madrid - now bankrupt) flew to Beijing and Shanghai for a while. That was soon reduced to just Beijing and then cancelled all together. It appears that long-haul flights to South America are more profitable. Air China now flies from Beijing to Sao Paulo via Madrid. I've always thought that Hong Kong would be a good option, with CX connections to the Phillipines and Taiwan. Right now, you need at least 2 stops to get to Taiwan (I flew TPE-HKG-BKK-SVO-LHR-MAD).
OP3000 From United States of America, joined Jun 2009, 1764 posts, RR: 2
Reply 10, posted (4 years 3 weeks 1 hour ago) and read 7478 times:
Quoting realsim (Thread starter): Finally, I suppose that with the BA-IB merger, Iberia to Asia will be less likely than without it, but it stills surprises me that more than 10 cities in Europe can have a flight to Tokyo and MAD is unable.
Quoting EddieDude (Reply 7): Maybe the "problem" is in London. I mean, with a unified BA-IB, LHR would be the natural gateway to Asia, while MAD would be the natural gateway to Latin America.
I actually think the BA-IB merger might work in favor of MAD-Asia flights. First of all because it might force a shape up in IB's on board product and service - which are key in high yield ultra long haul. But secondly, the fast-growing business market between Latin America and Asia will demand a one-stop connection - not the two that would be required if all BA-IB flights to Asia are out of LHR. So I think PVG and NRT (aided by a hopefully resurgent JL) are not that far on the horizon from MAD.
Quoting EddieDude (Reply 7): Planes such as the 787 might make Asia-MAD flights more feasible due to lower fuel costs.
Certainly, and it would likely be the right-sized aircraft for some thinner routes like say MAD-BOM or MAD-HKG.
Quoting peterinlisbon (Reply 9): Air Europa and another Spanish airline (I think it was Air Madrid - now bankrupt) flew to Beijing and Shanghai for a while. That was soon reduced to just Beijing and then cancelled all together. It appears that long-haul flights to South America are more profitable.
Its not just profitability, but also that airlines like UX or the defunct Air Madrid/ Air Comet rely mostly on VFR passengers for their long-haul flights, which is not a big component between Spain and China. IB generally has a more balanced passenger mix.
EddieDude From Mexico, joined Nov 2003, 7572 posts, RR: 43
Reply 11, posted (4 years 3 weeks ago) and read 7374 times:
Quoting OP3000 (Reply 10): But secondly, the fast-growing business market between Latin America and Asia will demand a one-stop connection - not the two that would be required if all BA-IB flights to Asia are out of LHR. So I think PVG and NRT (aided by a hopefully resurgent JL) are not that far on the horizon from MAD.
I thought about that, but wouldn't oneworld passengers be better off if they fly, say, LA or AA from South America to the U.S. and then AA, CX or JL from the U.S. to Asia? There are many LatAm-East Asia city pairs that can be served this way with one-stop with a shorter travel time than via Europe.
airbuseric From Netherlands, joined Jan 2005, 4268 posts, RR: 51
Reply 19, posted (4 years 2 weeks 6 days 19 hours ago) and read 6858 times:
IB does codeshare on JL flights AMS-NRT, routing MAD-AMS-NRT using IB flightnumbers.
But JAL pulls out of AMS in late September, so maybe IB will switch to FRA for codesharing in the future, or via CDG.
"The whole world steps aside for the man who knows where he is going"
brightcedars From Belgium, joined Nov 2004, 1288 posts, RR: 2
Reply 22, posted (4 years 2 weeks 6 days 11 hours ago) and read 6000 times:
I don't think IB has much chances on Asia due to their geographical position in Europe. The majors are in place and have dozens of good connections via AMS, CDG, FCO, LHR, MUC, MXP and ZRH to name a few.
As far as oneworld is concerned I guess connections via LHR will be developped and eventually that could lead to route openings in MAD seeing how precious slots are in LHR should some route have enough support from MAD. A oneworld family partnership with AY should do miracles but that doesn't seem to be very explored by IB. CX and JL must be options to seek but if that didn't happen by now there must be reasons that are either that it wouldn't work or that the people in charge are incompetant. I would tend to vote for the first option but seeing how little cooperation there seems to be in terms of route planning and sharing there is in oneworld, I wonder.
If anything, TP has more chances to succeed at taping the Brazil-China/India market than even IB does.
airbuseric From Netherlands, joined Jan 2005, 4268 posts, RR: 51
Reply 23, posted (4 years 2 weeks 6 days 11 hours ago) and read 5932 times:
Quoting brightcedars (Reply 22): . A oneworld family partnership with AY should do miracles but that doesn't seem to be very explored by IB. CX and JL must be options to seek but if that didn't happen by now
Quoting airbuseric (Reply 19): IB does codeshare on JL flights AMS-NRT, routing MAD-AMS-NRT using IB flightnumbers.
IB also codeshare with CX on AMS-HKG.
They do make use of their oneworld partners here.
"The whole world steps aside for the man who knows where he is going"
SCL767 From Chile, joined Feb 2006, 8805 posts, RR: 5
Reply 24, posted (4 years 2 weeks 6 days 11 hours ago) and read 5880 times:
Quoting EddieDude (Reply 11): I thought about that, but wouldn't oneworld passengers be better off if they fly, say, LA or AA from South America to the U.S. and then AA, CX or JL from the U.S. to Asia? There are many LatAm-East Asia city pairs that can be served this way with one-stop with a shorter travel time than via Europe.
Yes, flying to Asia via the U.S. is the most popular routing for South American pax. LAN currently code-shares on CX's HKG-JFK-HKG and HKG-LAX-HKG flights. Also, LAN code-shares on CX's HKG-AKL-HKG services and provides one-stop connections for many South American passengers via AKL and SYD. CX recently stated, "Flight schedules and Auckland’s geographic location means that the fastest routing between Hong Kong and Santiago will be via Auckland. The fact that New Zealand does not require transit passengers from many countries to obtain visas will also make travelling via Auckland an attractive proposition between South America and Hong Kong and Asia. Many passengers already connect between South America and Hong Kong, using the service of Cathay Pacific, and Cathay Pacific expects the number of passengers to increase significantly." http://www.cathaypacific.com/cpa/en_...b338588210VgnVCM62000007d21c39____
: I wonder how many connecting passengers AY has that go from MAD via HEL to Asia? Notice how perfectly HEL is positioned when going from MAD to Northea
: Same reason AA doesn't fly to Asia from MIA, geography!
: nop that's not true. you can fly TG TPE-BKK-MAD with good (1-2 hours) connection times.
: Does IB fly to HEL or AY to MAD yet? Of course HEL is the most natural gateway to NE Asia from Europe on a oneworld point of view. plus, for a passeng
: I would've thought UNpoplular. People from Argentina, Brazil and Chile need a visa to go via the US. TWOV was suspended years ago.
: The combination of a comparatively small local market and (as mentioned above by LAXintl and others) a limited catchment area for connections (due to
: I continuously read here in the forum how people hate to transit in the U.S. due to visa requirements so I don't know how popular flying to Asia via
: Contrary to popular belief, more and more international pax transit between South America and the Far-East via the U.S. For example, a pax traveling
: First of all, LIM is not the best example in my opinion due to the limited amount of choices passengers have to travel from LIM to Asia (only LAN, DL
: That's true, but it results from time zone changes; when the same pax returns, the effect will be reversed - coming through Europe will arrive one da
: Well I suppose one can look at the total numbers of US C-1 transit visa issued which require immediate transit through the US, and do not allow stopo
: That can definately be a factor. As I said, DL also offers a similar connection with only 4 hours difference, not much difference when looking at the
: I'm not sure what you mean. I only listed the data since 2005 as that is all I could find (TWOV was eliminated in 2003). If you notice 2005-2008 tran
: In the case of SCL, besides IB, AF is the only other European carrier that operates to Europe. Also, the flying time between SCL and AKL is actually
: GRU is extremely well connected to Asia, no shortage of connections. GRU is the only airport in Latin America to actually receive flights from Asia:
: AF also offers a connection to NRT. Departing SCL at 15:45, arriving in CDG at 11:20, after just 2 hours and 10 minutes in CDG you depart for NRT at
: Connections between South America and Asia are also available via both AKL and SYD. LA will operate SCL-AKL-SYD-AKL-SCL daily this November. Plus, AR
: AKL is very poorly connected to Asia comparing with other hubs, for example, there is a single flight to PEK which entails a waiting time of +10h for
: And as hardiwv said, GRU offers the best connections to Asia through Asian and Middle Eastern airlines themselves, no hazzle of changing airlines alo
: I confirm a lot of passengers are now flying Asia/Middle East via GRU. In my last flight SCL-GRU I saw a group of 10 pax connecting with EK to China.
: IB doesn't fly to HEL themselves, however, AY serves both MAD and BCN. I suspect IB codeshares those flights.
: Not really since there are more options via the U.S. and Europe from other South American cities as well. Most of the Asian and Middle Eastern airlin
: Middle Eastern airlines are very different. Let's take EK. EK has said that their attention is on South America as well and we all know EK. They are
: You are correct, and in fact even LX has decided to terminate its flights in GRU not offering the tag-on to SCL. Airlines are moving to codehare by w
: Thanks for that. QR does fly that routing. Even so with all the aircraft these airlines have on order they will do everything to fill these aircraft.
: Currently QR operates DOH-GRU-EZE-GRU-DOH; so it is a tag-on flight. Also, some South American carriers will also fly their own metal to Asia as well
: Of course they can and will but how many routes can be flown nonstop from South America to Asia with the new ultra longhaul aircraft (787 & A350X
: The same goes for BA/IB, AF/KL, LH/LX, etc. Also, EK does not have what many other airlines offer: vast domestic network systems.[Edited 2010-08-11 1
: There is much more AKL-Asia service than that. NZ: AKL-NRT/HKG/PVG CX: AKL-HKG TG: AKL-BKK KE: AKL-ICN[Edited 2010-08-11 14:22:35]
: Not to mention they have a perfect and strategic hub at crossroads between east and west which maximises travel time. They will continue growing and