Guangzhou Baiyun Airport
- CAPA Analysis
- Schedule Analysis
- Route Maps
- Print Summary
- IATA Code
- ICAO Code
- 3800m x 60m
3600m x 45m
- Airlines currently operating to this airport with scheduled services
All Nippon Airways
Beijing Capital Airlines
Cambodia Angkor Air
Cebu Pacific Air
China Eastern Airlines
China Southern Airlines
China United Airlines
Myanmar Airways International
Yangtze River Express
- Airlines currently operating to this airport via codeshare
- Air Canada
Delta Air Lines
KLM Royal Dutch Airlines
Operated by Guangzhou Baiyan International Airport Co Ltd, Guangzhou Baiyun International Airport serves the city of Guangzhou, a major demographic and industrial centre and trading port. The airport is located on Pearl River Delta, competing with Hong Kong, Macau, Shenzhen and Zhuhai airports. Hosting domestic, regional and international passenger and cargo services for over 30 airlines, the airport is a hub for airlines including China Southern Airlines and FedEx Express.
Location of Guangzhou Baiyun Airport, China
Guangzhou Baiyun share price
Ground Handlers servicing Guangzhou Baiyun Airport
927 total articles
85 total articles
Air Canada reached a milestone in 3Q2013 as its return on invested capital (ROIC) as of 30-Sep-2013 was 10.8% compared with 7.7% at YE2012. The improvement is notable as the company broaches its stated objective of achieving an ROIC between 10% and 13% on a sustainable basis by 2015.
It is a laudable achievement given a couple of years ago the carrier was working feverishly to combat significant financial challenges and battled labour strife throughout much of 2012 in order to forge collective bargaining agreements that it believes will aid in its ultimate goal of sustainable profitability.
Obviously the carrier still has a long road ahead in proving its mettle in regular profitability, but for the moment it seems to be holding its own against increased competitive pressure from WestJet while getting its own new low-cost carrier Air Canada rouge off the ground.
Privately-owned Shanghai carrier Juneyao Airlines is looking to capture growth across multiple segments. Complementing its full-service brand with an increasing array of partnerships is a pending new low-cost carrier, Jiu Yuan Airlines, which will offer “jiu yuan fares” (CNY9/USD1.48) in China's domestic market.
Jiu Yuan will be based in Guangzhou, well away from Juneyao's base, and is a by-product of recent change in China that supports new private carriers, the LCC model and deregulation of minimum fare pricing. It is early days for this more relaxed – but still restricted – environment, so Juneyao’s Jiu Yuan strategy may change. For now the intent is to keep the two carriers separate, which should be easy as Juneyao's only service from Guangzhou is to Shanghai. A shakeup could occur if, or when, there is the emergence of an LCC subsidiary from China’s largest domestic carrier: China Southern, whose fortress hub is at Guangzhou.
In its first year of pursuing partnerships, Juneyao has secured 15 interline agreements and two domestic codeshare partners. It now awaits its first international codeshare.
Tigerair & Scoot poised for expansion in under-penetrated Singapore-China market as Jetstar retracts
The Singapore-China market has huge potential for low-cost carriers, which currently only account for 19% of capacity between the two countries. But the market has proven to be challenging for Jetstar, which is cutting two more Singapore-China routes and reducing the LCC group’s capacity share to an insignificant 3% compared to 10% two years ago.
Expansion from Tigerair and Scoot has filled some of the void left by Jetstar. But total LCC capacity and the LCC penetration rate in the Singapore-China market is on the decline, dropping to only 16% in Jan-2014.
Singapore’s overall LCC penetration is now 31% and is continuing to rise. The relatively low penetration in the Singapore-China market is surprising, particularly as the market enjoys open skies. But the long-term potential is there for more LCC services.
The expansion in late 2013 of Shenzhen Airport’s terminal three will see capacity growth of up to 57.9% as hourly movements increase from 38 to 60. The capacity will grow the local market, a relatively prosperous area that was China’s first free trade zone and has benefitted by tight relations with Hong Kong, just over the border. Shenzhen Airlines and majority owner Air China are the largest carriers and will benefit from the capacity increase.
But rivals are looking to establish a presence, mindful that capacity increases in key Chinese cities will be rare, having already experienced restraints in Beijing and Shanghai but also Guangzhou.
China Southern intends to launch international flights from Shenzhen despite being based in Guangzhou, 99km away. Spring Airlines has larger ambitions, eyeing Shenzhen as its first southern China base. Spring also wants to lure traffic from congested Guangzhou and Hong Kong. The distance from Guangzhou and Hong Kong is close but ground transport restraints make them far away. In other markets LCCs have established successful ground transport options – can Spring replicate that?
Singapore Changi is close to plugging the biggest hole in its network, East Africa, with a proposed new service from Ethiopian Airlines. As traffic growth at Changi slows significantly, the airport needs to identify new markets. Africa, particularly East Africa, opens the door to an array of traffic flows which currently bypass Singapore.
Africa has emerged as an important and fast-growing region for Asia. A Singapore-Addis Ababa route gives Changi connections throughout Africa as well as an alternative for exploiting the fast-growing Asia-Brazil market.
Securing Ethiopian is critical for Changi as Singapore has fallen behind other Asian hubs in attracting African carriers. Changi currently is served by just one African carrier, Air Mauritius, with one weekly flight that is routed via Kuala Lumpur. Singapore Airlines only operates non-stop flights to one destination in Africa, Johannesburg, although it also serves Cape Town and Cairo on a one-stop basis.
The convergence of China’s domestic high-speed rail as well as high-speed rail linking mainland China with Hong Kong could potentially undermine Dragonair’s southern China network, a possibility the carrier is increasingly beginning to consider.
With HSR not due to link Hong Kong until 2015, there is time for this scenario to evolve.
Any impact to Dragonair and other carriers would have to occur with an alignment of factors. Currently at least this seems more unlikely than likely: low HSR ticket prices, convenient station locations, maximum train speeds and integrated border control.
There is also the possibility Dragonair and other carriers could swap routes for others as Hong Kong Airport slots become more scarce.
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