All Nippon Airways
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- Shiodome-City Center, 1-5-2, Higashi-Shimbashi, Minato-ku, Tokyo 105-7133, Japan
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- Tokyo Haneda Airport
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Founded in 1952, Tokyo-based All Nippon Airways (ANA) is a major Japanese airline with hubs at Tokyo/Narita, Tokyo/Haneda, Kansai and Osaka airports. ANA operates an extensive domestic and international network, with scheduled service to over 50 domestic destinations and 25 international destinations across Europe, South Asia, East Asia and North America. In addition to its mainline operations, ANA also controls several subsidiary passenger carriers, including its regional airline, Air Nippon, charter carrier, Air Japan, and LCC Air Next.
Location of All Nippon Airways main hub (Tokyo Haneda Airport)
All Nippon Airways share price
1,836 total articles
Japan Chief Cabinet Secretary: Japanese airlines to operate in ADIZ without submitting plans to CAAC
168 total articles
Japan Airlines may seem to be reclaiming something of its former glory by bringing back a second-daily Tokyo-New York service, which it last offered prior to its bankruptcy and deep restructure. But the route will have a different strategy – and implications – when resumed on 30-Mar-2014. The service will be on JAL's relatively small 186-seat 787-8, not the 747-400s of past times. That represents a decrease in seat capacity, further aggravated by the service largely replacing American Airlines' recently-cancelled New York-Tokyo flight. The JV between AA and JAL makes that switch relatively easy, coupled with the convenience of being able to alter market profiles with the 787.
Whereas previously one of JAL's New York services continued to Sao Paulo, the re-introduced second daily service will have better connections to South America on partner airlines, not on JAL's own metal. The 787 will overnight at New York, allowing for an early return the next day. JAL will have the second earliest morning departure from JFK to Asia, allowing for more time in Tokyo with limited improved connections. This contrasts to ANA's second daily New York-Tokyo service, which leaves JFK in the evening and arrives in Tokyo even later when there are limited connecting opportunities and ground transport options.
United Airlines plans a realignment of its Pacific operations centred on increasing direct flights rather than stop-overs in Tokyo as the weakness in Japan’s currency has dragged down the carrier’s results in those markets for most of 2013. United is also building a strategy to directly serve non-traditional gateways to China as competitive capacity increases have also pressured the carrier’s Pacific performance.
The adjustments are freeing up some aircraft for redeployment into new markets from United’s Houston Intercontinental, Washington Dulles and Chicago hubs for new service to Europe, which perhaps seems like a safer option at the moment even as the region is on an at-best slow trajectory to economic recovery.
The success of these planned network shifts necessarily depends on execution, an area where United has faced challenges with respect to the merger with Continental. Now, getting it right will be central to the airline's Asian strategy.
Japan may be the land of the rising sun, but for US airlines the country is fading in importance. American Airlines, Delta Air Lines and United Airlines will have fewer seats from the continental US to Japan in 2014 than in 2013. Japan will also comprise a smaller share of their Asian network. American and Delta in 2003 had Japan as their sole Asian destination from the US, but in 2014 Japan will account for only 43% of American's Asia capacity and 66% of Delta's. United's Japan exposure has decreased from 67% in 2003 to 42% in 2014.
The carriers are adding capacity to Hong Kong, Korea and Taiwan, but the main beneficiary of their growth is mainland China. American and United in 2014 will have almost as much capacity to China as to Japan. The change comes as American and United settle into joint-ventures with Japanese partners while Delta looks for a partner of its own. Despite China's increase in capacity significance, the market still has to mature from a premium and outbound standpoint. And no doubt China-US JVs will emerge, and one day overtake the Japan-US JVs.
Asian carriers continue to pour additional capacity into Myanmar, building on increases which were initially pursued in 2H2012 after the market quickly opened as economic sanctions which had been in place for two decades were lifted. The Myanmar international market will exceed 110,000 weekly international seats in Jan-2014, representing an increase of about 40% compared to Jan-2012 and almost 130% compared to Apr-2012, when Aung San Suu Kyi’s National League for Democracy won landmark elections.
But so far the additional capacity has outstripped demand. International passenger traffic in Myanmar has grown by about 70% over the past two years – an impressive figure but not sufficient to keep up with the capacity increases. As a result load factors to and from Myanmar are significantly below the global average.
Nearly all of the 14 foreign carriers which were already serving Myanmar before Apr-2012 have seen load factors on their Myanmar routes drop over the last year. The nine foreign carriers which have launched and retained services to Myanmar since the market opened have also so far recorded lower than normal load factors – generally in the 50% to 70% range.
Whisper it quietly, but Japan's low-cost carriers appear to be cannibalising traffic at All Nippon Airways and Japan Airlines. ANA and JAL carried 19% fewer passengers between Osaka and Sapporo in 2012 than 2010 despite the overall market growing 20%. This goes against the story all parties tell that LCCs are only increasing, not cannibalising, volumes. The cannibalisation is confined, so far, but there are signs of concern. ANA and JAL saw reduced traffic in 2012 on overlapping LCC routes despite overall 2012 traffic being the strongest in nearly five years.
ANA and JAL are responding differently to LCCs. The nuances reflect their wider outlook – and fears. JAL is more aggressively cutting capacity on overlapping LCC routes while ANA is sometimes growing. In the medium-term, JAL expects to cut overall domestic capacity in line with the country's shrinking nature while ANA plans growth. JAL's cuts have been rewarded with higher load factors while ANA's growth has seen lower load factors, but all load factors need improvement.
Now that Japan has awarded the allocation of prized daytime international slots at Tokyo Haneda airport, it will soon become evident if airlines will add a service from Haneda or merely transfer an existing Narita service to Haneda. Japanese carriers are more likely to grow, while international carriers are more likely to shift flights to the more convenient geography of Haneda.
ANA emerged strongly from the process, receiving 11 slots to JAL's five. ANA can now have up to 24 daytime Haneda flights to JAL's 18. This uneven distribution repeated the 2012 domestic Haneda slot allocation in which ANA received eight and JAL three. But JAL received almost as many blue-chip destinations as ANA. The difference is in secondary points, which JAL perhaps would have liked - but is not nearly as upset as its rare public outcry suggests. Indeed, JAL's higher operating margin will likely see it achieve a disproportionately higher profit from the slots. Both ANA and JAL could see a boost of around USD100 million.
The focus is on Haneda, prompting some to raise the question of Narita's future. But with ample services left, and a new and growing LCC business, Narita has a place too as Japan fully starts its plan of having dual hubs in Tokyo rather than mainly international flights at Narita and domestic flights at Haneda.
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