|Quoting Mandala499 (Reply 11):|
Probably the current MH/GA interline/codeshare agreement is the most comprehensive GA has ever done...
Agreed, but unfortunately GA
is not benefiting very much from the partnership with MH
. To the contrary, GA
has been suffering from a reduced number of passengers flying on its own metal between CGK
. Passengers apparently prefer MH
's comfortable A332/333 to Garuda's B734 on the route. As a result, Garuda was recently forced to discontinue 3 of ten weekly flights between CGK
. The imminent closure of the DPS
route has the same reason.
codeshared flights to LHR
haven't been a great success. True, there is very little risk for Garuda, as the airline is not obliged to sell the seats and unsold seats are returned to MH
, but what's the point of offering the codeshare if hardly anyone is using it? And why would anyone use it? Fares of GA
are often higher than those of MH
for exactly the same flights. And Garuda is too stingy to hand out frequent flyer points for passengers using the GA
codeshare. Last, but not least, there's the prominent abscence of AMS
, likely the route which generates the highest traffic numbers to and from Indonesia, in the codeshare agreement.
So, when I am talking about a true return to Europe for Garuda, I believe it should be via a daily, Garuda-operated CGK
flight, with a comprehensive interline or codeshare agreement with KL
, giving GA
access to KL
's vast European network. Garuda should focus on Indonesia-Europe traffic while marketing this flight, and refrain from offering all kinds of rock bottom fares to and from destinations like SYD
, as such fares inevitably bring the yields down. The Indonesia-Europe market is large enough for Garuda to be able to sustain a daily AMS
-flight, provided through fares to various points are available. Garuda will of course have to compete with the likes of EK
, but it has the advantage of being able to draw on a vast domestic network to attract passengers from all over the archipelago.