planemanofnz wrote:ZK-NBT wrote:Sure, I agree the markets are different although the local markets were bigger 20 years ago than today still.
I'm not sure how this is relevant?
- Lower volumes today do not necessarily equate to lower yields - quality, not quantity, is what matters for profitable and sustainable tourism.
- Demand might have been stronger back then, but capacity has dropped more than demand has (KE with 1x daily jumbo, instead of 2x daily).ZK-NBT wrote:NZ dropped down to just NRT in Japan, KIX has since restarted seasonally and HND has started.
So Japan, which sends the same amount of tourists here as Korea (approximately) has up to 3x daily flights, whereas Korea has just one.
This just proves my point that there is most definitely an opportunity for OZ and/or NZ to give KE some competition on the AKL - ICN route.
And just perhaps then as you say that Quality over quantity is why KE have less capacity now than they did 15-20 years ago.
If 41000 people used the KE service, KE would offer 70000-75000 seats per year with a daily 748 for 3 months and a 4-5 weekly 77W for the other 9 months. I’m really not sure how many connections they get but only probably 60% of the seats are filled with Koreans visiting NZ then a few Kiwis who use KE to Korea and beyond.
Japan has between 7-13 flights a week, I can’t see HND last I looked for some months in 2018 and KIX is seasonal. Its maybe a case where more people visiting Japan use the non stop services? Or more Kiwis are on them to help fill them?