I agree. Can't see how ACC-IAH would make any sense. They fly to LAX through DUB and will fly to ORD through DUB as well. Didn't United end a route from IAH to Africa not too long ago? Can't imagine that the LF and/or yields were sustainable there and I'm not really sure that the market has improved very much since then...
You would have to understand what market they are trying to reach via ACC. The West African market, specifically Nigerian market is what they would target. ET's business is about connecting Africans to the rest of the world. The Ethiopian travellers make up a small portion of ET's customer base, as such, DUB would not work. It would also be a detour for the customer base they're targeting.
I can see ET doing IAH-ACC-LOS (and other points within Nigeria) for instance to capture the Nigerian VFR traffic that may now go through ATL/JFK or Europe. Since it cannot get 5th freedom in Nigeria, ET is using launchpads within West Africa to get into Nigeria via a 1-stop. ET will feed ASKY, Air Cote d'Ivoire, a Ghanaian airline, and take care of the transatlantic sector. The ADD and other East Africa points will be nice add-ons and provide some of the overall load.
I do see fragmentation in ET's West African hub with this approach. But then again I sense that this is a result of protectionism that exists from West African countries that won't allow ASKY to operate as freely (or possibly capacity issues at LFW.) I also see these countries now opening up, having held on to such high potential rights for either incapable carriers or future self use. With ET drumming up pan-Africanism, I imagine that these countries (Cote d'Ivoire, Ghana) are now looking to not miss out on the next best thing. Or maybe it is the Single African Air Transport Market agreement that many African countries have signed up for that leaves them no choice but to open up the kimono.
It is worth noting that ET is starting up ABJ-EWR next month with Air Cote d'Ivoire feeding it. The latter is 11% owned by AF/KL, and would be eating into the parent's market share on ABJ-NYC.
There's lots of competition to IAH through European hubs. Perhaps ACC offers better chances of picking up more traffic between IAH and Africa.
That would be the idea.
That's not a hub.
Ghana is endemic for yellow fever, as well as malaria, and is suffering from increased crime.
Pills and precautions look after the firs two. How does crime compared to, say, the state of California's. Is that stopping airlines from flying into LAX?
Funny how about 14 years ago when Ghana Airways was going tank, ET was willing to purchase it and help establish a fresh start for the airline. Ghana's govt refused to accept that deal, but now Ghana is allowing ET TATL flights from ACC and is in inviting ET to help start a new airline.
A person or two on this forum will tell you more about what they know re: Ghana's tries at airlines. ET is either in the best position to help, or is most eager. SA has had rights between ACC and IAD for years, would have expected it to grow out of ACC given that it has a foot in there. But it doesn't have the feed it may require.
That said, Ghana has been generous to carriers in regards to 5th freedom routes. Some prominent 6th freedoms include SAA to IAD and ABJ, EK to ABJ, KQ to FNA and ROB, WB to ABV.
Everybody's been getting intra-Africa rights out of ACC. Even ME and MS. It's the intercontinental ones that have been coveted and held close.
There is their *A partner in IAH, if they can work out a codeshare arrangement, but ET and UA don’t appear to be cozy bedfellows...
They codeshare on daily IAD-ADD-ADD. LAX may be a thorny issue for UA given that ET eats into its DUB market. ORD is coming up and I expect UA to place its code on there: ET's IAD flight already commands traffic from the midwest and ORD will tap right into that with much better connectivity. I suspect that EWR is similar to LAX, in that ET competes with UA on already established West Africa bound traffic/partnerships (ie A++ JV), hence the lack of code share on there.
ET is notorious for being rather market driven; if they don't like the results of an operation they will easily drop or restructure the flight. The rest of the network is definitely money making. ET has strong brand recognition in Africa, and is additionally known for operating the most modern aircraft with good services, whereas most carriers send their worst cabins to Africa.
This has been evident in many cases: Bangui, Durban come to mind. ET has also been aggressive as of late in opening new routes and rapidly increasing frequency.
usflyer msp wrote:
I hope this means they are adding second frequency to ADD-ACC not displacing local Accra passengers off of the already usually full ADD-ACC sector...
This is what I also hope for. Maybe an evening flight out of ADD? I have observed the rate of capacity growth for ACC vis a vis LOS and others. We have seen ACC go from just a few times a week with 757s and 738s to a now consistent daily A350 service - ET would swap slower days to the 788 when it could not warrant an A350, but has not.
When you compare the current timings to the Addis Ababa-Lome-Newark flight, one could expect them to just continue to Houston:
The current ADD-ACC-ADD timing is as follows:
ADD ACC 8:40 am 11:20 am
ACC ADD 12:20pm 9:00pm
ADD LFW 8:30am 11:00am
LFW EWR 12:00pm 7:00pm
EWR LFW 9:15am 11:35am
LFW ACC 12:35pm 9:10pm
I personally don't like the current timings for ADD-LFW/EWR and the upcoming ADD-ABJ/EWR. While they work for the respective hubs, the turnaround time at EWR is too tight. The EWR-LFW flight is almost always delayed, further delaying LFW-ADD. This might be their worst on time performance flight in their entire system, and will have a match out of ABJ soon too. The inbound into ADD already is scheduled to arrive quite late within the bank with little room for delays.