migair54 From Spain, joined Jun 2007, 1465 posts, RR: 0
Reply 1, posted (3 months 3 weeks 4 days 23 hours ago) and read 2491 times:
BOM for sure will have a massive increase, last time i went, the A346 was absolutely pack, and I heard that is every day like that, flights to DEL are usually very full as well.
I think Pune can do good, LH served with a all business class plane, so market is there, but from DOH must be easier with an A320. Coimbatore could be great form me aslo , In some of this markets is where the CSeries (if they finally get them) can fit nicely for QR network.
Quoting ojas (Thread starter): The Indian carriers barely have a presence in Doha with 9W and IX being the only 2 carriers operating there:
Big Indian community in Doha but they have options to go India and that traffic is not big yield usually, but QR is looking for the traffic to and from India to the world via DOH, lot of investment, factories, businesses, India economy is very powerful and it will get better and better, so that´s one big target.
ojas From India, joined Mar 2008, 2904 posts, RR: 22
Reply 5, posted (3 months 3 weeks 4 days 11 hours ago) and read 1998 times:
Quoting pnqiad (Reply 2): If PNQ becomes a reality - I will definitely consider moving at least partially to OneWorld
I hear you completely.
Quoting behramjee (Reply 3): If MAA/BLR become double daily, then the additional service should be on an A321 and not A330 due to better economics and capacity management. Same thing for the 3rd daily DEL.
As far as BOM is concerned, maximum double daily wide bodies + daily A321 is required.
TRV and HYD could also handle easily a double daily A321 service if approved.
Yes QR will definitely go slowly on expansion. It is just about gaining rights, so that a major hurdle is overcome.
A lion does not concern himself with the opinions of the sheep
747megatop From United States of America, joined May 2007, 456 posts, RR: 0
Reply 12, posted (3 months 3 weeks 2 days 18 hours ago) and read 1020 times:
Quoting migair54 (Reply 11): More or less, but an Indian partner can help a lot also to people like CX, BA, AY because they have flights to DEL and/or BOM and they can connect over there directly to many more indian destinations.
More and more passengers from North America and various points in Europe will probably get routed through DOH by QR as QR expands it's footprint in North America and Europe. Why would a OneWorld passenger from North/South America or Europe (other than LHR) want to stop in 2 places (LHR/HEL + BOM/DEL) to get to the tier 2 cities that QR reaches unless there are significant savings on a 2 stop itenerary (not to mention the so called tier 3 cities "if you will" that QR wants to expand to..don't take me literally on the tier 3 cities because it is hard to distinguish between tier 2 and tier 3 cities but you get the picture) ? Even CX passengers from North America to those interior non gateway cities will get routed through DOH for the same reason. IMHO, the more QR expands both in India as well as North/South America and Europe the more redundant will a domestic partner be for Oneworld and will to a significant extent be catering to O&D traffic from the major gateways that they are flying to PLUS spillover traffic that could not get seats on QR or the other MEB3 PLUS others who found a cheaper deal on BA/AY/CX flying to the non gateway cities .
I have no factual information for what i have stated above but i see this as plain logic. Once A 380 is allowed by India think this will be even more relevant unless of course QR decides not to go alone on it's agressive foray into India and does a "JetiHad" by roping in some Indian partner and still hubbing out of DOH.