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- 3600m x 45m
3400m x 60m
- Airlines currently operating to this airport with scheduled services
- Air Burundi
All Nippon Airways
Beijing Capital Airlines
China Eastern Airlines
China Express Airlines
China Southern Airlines
China United Airlines
Hong Kong Airlines
KLM Royal Dutch Airlines
Yangtze River Express
- Airlines currently operating to this airport via codeshare
- Air France
Delta Air Lines
Hangzhou Airport management expects continuous increases in business, with an estimated capacity of 166,000 flights and 14 million passengers in 2010. Extensive expansion plans are progressing. By 2015, it will have completed a second runway, an international terminal, and another domestic terminal at a cost of USD1 billion). Upon completion, the airport's capacity will rise to 25.6 million passengers, 500,000 tonnes of cargo, and 260,000 aircraft movements annually. By 2035, these figures are expected to rise to 52 million passengers, 1 million tonnes, and 500,000 movements, respectively.
Location of Hangzhou Airport, China
302 total articles
22 total articles
For all their success elsewhere, the Gulf carriers and Turkish Airlines are looking rather thin in China. This is not by their choosing. Emirates, Etihad, Qatar and Turkish have reached the limit of air rights and slots made available to them.
All are ready to expand, and Turkish has even said it has service to five cities ready to launch if approved. That is probably of little comfort to China. While the country wants a flourishing aviation market, it also wants its airlines to have a fair share. But this is not classic protectionism. The argument is Chinese carriers are still young and need time to gain experience before being on equal footing with peers.
Yet Etihad and Qatar are younger than China’s long-haul airlines. With a mindset change that favours liberalisation in China being unlikely in the medium term, the foreign carriers will have to find ways to stress their value and why they should receive more air rights. Partnerships are one such answer.
Qatar Airways intends to launch four weekly A330 services from Doha to Hangzhou in eastern China, 138km from Shanghai, where Qatar Airways already operates a daily service. Hangzhou becomes Qatar's sixth Chinese destination, bestowing Qatar with the title of serving more Chinese cities than any other non-Asian carrier. The previous holders of this title were KLM and Lufthansa with five cities.
Hangzhou can be an alternative to Shanghai thanks to a high-speed rail link that connects the two cities in as little as 45 minutes. But Hangzhou also has its own local market, including one of China's wealthiest – and by some counts the wealthiest – population pool. Hangzhou is also near significant trading ports.
In Hangzhou Qatar will join Ethiopian Airlines and KLM, the only other non-Asian carriers at the airport, China's 10th largest. This is a two-part report with this first part looking at Hangzhou both for its own market and as an alternative to congested Shanghai. The second part will look at the overall positioning of Emirates, Etihad, Qatar and Turkish Airlines in China.
Spring Airlines is China’s only notable (international) low-cost carrier and a successful one at that, having recently taken delivery of its 35th aircraft. One of China’s few private carriers, it is still a third the size of the AirAsia or Jetstar Groups, but that is largely a result of Beijing’s tight control of fleet growth. No doubt without this restriction Spring would grow even faster.
In 2013, when Spring will carry more than 10 million passengers for the first time, the carrier will look to expand its presence in Hangzhou, 90 minutes west of Shanghai and boasting incomes higher than those in China’s financial capital. Spring’s expansion announcement was quickly followed by competitors Air China and low-cost Juneyao. While the domestic market remains the staple for Chinese carriers including Spring, Spring has expanded regional routes to Hong Kong, international services and is looking to establish a subsidiary in Japan to accelerate growth.
Spring Airlines in major move adds flights from Hong Kong to Chongqing, Hangzhou, Nanjing and Xiamen
At CAPA's World Aviation Summit in Hong Kong on 28 & 29 Nov-2012, Spring Airlines announced a significant expansion of its services between Hong Kong and mainland China, a high-demand market that has only recently seen competition. Spring's addition of services from Hong Kong to Chongqing, Hangzhou, Nanjing and Xiamen supplement its three daily flights between Hong Kong and its base at Shanghai.
The once-stagnant market is seeing rapid change and competition with fledging carrier Hong Kong Airlines, invigorated mainland carriers, a tie-up between Hong Kong Airlines and China Eastern as well as the forthcoming entry of planned LCC Jetstar Hong Kong.
Spring commenced services in 2005 as a LCC but is moving away from a strict interpretation of the model at it seeks higher yields, hybridising as other former LCCs have done. Its advantage and platform for growth is efficiency, which is generally lacking in China's state-owned airlines.
China Eastern-Hong Kong Airlines partnership bolsters them in a market dominated by Air China-Cathay
The melting pot of increasingly tangled and conflicting alliances is perhaps bigger nowhere else than in Greater China. Driving the partnerships is an entanglement of its own, the cross-holding between the state-favoured, Star-aligned Air China and powerhouse but oneworld member Cathay Pacific. The message that formidable force sent – a region divided between Air China-Cathay and The Rest – is producing smart partnerships amongst the comparatively smaller participants.
The latest is a codeshare between China Eastern and Hong Kong Airlines covering flights between Hong Kong and mainland China. So far it is a limited partnership on reciprocal routes that gives a larger offering of flight times. That appeases the corporate market which China Eastern reckons it has under-captured due to its lack of widebody flights compared to competitors. The partnership also allows China Eastern to regain momentum in the Hong Kong market, where it has decreased capacity following the opening of cross-strait flights to Taiwan in 2008.
China's leading airports are on the cusp of strong international growth, with several new routes to be launched in the coming 12 to 24 months. Growth will be driven by foreign and local needs: countries will have greater needs to further link with China while locally there will be an increasing propensity to travel among the Chinese population as incomes rise, while high-speed rail expansion will push Chinese airlines to grow internationally, at the same time providing feed opportunities for foreign carriers at the main Chinese gateways.
But growth is not only expected at the main Chinese hubs. Second tier airports can also look forward to increasing air services as the Government supports expansion from these hubs and as the LCC revolution takes hold in North Asia. New carriers across the region will be looking for new route opportunities, fuelling rapid growth at non-congested Chinese gateways. China's own second tier airlines are also looking to expand abroad, mainly within the Asia Pacific region, which will spur development at the provincial capitals across China's vast interior and economic zones.