Sapporo Chitose Airport
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- IATA Code
- ICAO Code
- 2999m x 61m
2999m x 61m
- Airlines currently operating to this airport with scheduled services
- Air China
All Nippon Airways
China Eastern Airlines
Fuji Dream Airlines
- Airlines currently operating to this airport via codeshare
- Air Canada
Air New Zealand
CSA Czech Airlines
Delta Air Lines
KLM Royal Dutch Airlines
Virgin Atlantic Airways
Sapporo/New Chitose Airport serves the Sapporo metropolitan region in Japan. The airport is the main gateway to the Hokkaido Prefecture, an important industrial and tourist destination in northern Japan. The airport is Japan's third-busiest, behind Tokyo's Haneda and Narita airports. The airport is served by major airlines from across East Asia.
Location of Sapporo Chitose Airport, Japan
Ground Handlers servicing Sapporo Chitose Airport
229 total articles
19 total articles
Hawaiian Airlines faces a challenging time during 1H2013 as its efforts to diversify outside of the Hawaii-US west coast market during the last few years need more time to bear fruit. Its ambitious long-haul expansion is accompanied by the introduction of a new inter-island subsidiary and the reworking of other portions of its inter-island network.
All of the changes Hawaiian is undertaking or planning to introduce are intended to bolster efforts to preserve its profitability, which has been fairly consistent during the last few years. But in the near future the carrier is facing pressure as its new long-haul Asian markets spool up and increases in competitive capacity create pressure in its trans-Pacific service to the continental US.
While the strategy Hawaiian is adopting to persevere in the long-term is solid, the airline might be attempting to accomplish too much too fast, which in the shorter-term is creating pressure on yields and unit revenues.
Hawaiian Airlines believes industry-wide capacity cuts and decreases in its own unprofitable supply will allow the carrier to post a stronger performance during 2H2013. This is after currency pressures, a somewhat too ambitious expansion into inter-island markets and competitive pressure on its routes to the US mainland dulled the carrier’s 4Q2012 performance.
The company recorded a USD3.4 million loss during the last three months of 2012 compared with a USD21 million profit for the year prior.
Despite the decline in profits Hawaiian recorded a 14% increase in top-line revenues to USD493 million during 4Q2012; but a 20% jump in operating expenses to USD481 million drove operating income down 64% to USD12 million.
Several political actions sparked extreme anti-Japan sentiment in Sep-2012 that saw the air traffic market between the two nations lose nine years of growth as 31%, or 175,000 monthly seats, were taken out of the market. The situation lasted longer and more profoundly than airlines initially expected as they planned for about half of the lost market to rebound by the end of 2012.
Instead, that may not occur until the middle of 2013 at the earliest. Since capacity fell in Nov-2012, the market has regained 1ppt of the lost traffic, indicating a likely bottoming out. Yet further effects have expanded beyond mainland China, slightly impacting Hong Kong-Japan traffic as well.
So it is all the more significant that China's only LCC, Spring Airlines, is planning a fairly aggressive growth campaign for mid-2013 between China and Japan, opening new cities on either end, including the under-served secondary cities that have much growth to be unlocked.
Fast-growing Hawaiian Airlines has broadened its significant expansion to include the establishment of a new inter-island subsidiary to operate smaller turboprop aircraft to destinations not viable for its current inter-island workhorse the Boeing 717. The recently unveiled plans occur as Hawaiian is working to reverse negative revenue performance it experienced in its inter-island network during 1Q2012 after it launched a new hub in Maui.
As Hawaiian is crafting its new regional strategy its likely rival in some of the smaller markets Island Air is planning to upgauge its fleet to higher-capacity ATR aircraft, which could create unsustainable levels of capacity on the smaller inter-island routes. All this shuffling is against a backdrop of Hawaiian’s aggressive push into long-haul markets from its Honolulu hub into Asia, joined by new expansion into Australia and New Zealand.
The previously unfathomable scenario of a strong role for low-cost carriers in Japan is quickly becoming reality following government liberalisation. LCCs in Oct-2012 will account for the largest percentage yet of available seats in Japan's domestic market with a 19% share, or nearly one-fifth. Based on current capacity forecasts, CAPA expects that LCCs could account for half of all domestic seats in Japan by the end of the decade. This represents rapid growth in a market that had single digit LCC penetration rates for the last decade.
These seismic changes will not be absorbed without significant ramifications to the incumbents. All Nippon Airways (ANA) and Japan Airlines (JAL) are planning to reduce their domestic capacity, but only by a fraction. Skymark, the largest LCC in Japan, may position itself upwards as a hybrid carrier to combat its higher operating cost and also to better feed its forthcoming long-haul flights. Some of the remaining incumbents, largely high-cost but low-fare carriers, may pursue alignment or consolidation with others.
All Nippon Airways (ANA) has reported a very strong financial result for the past year, despite severe headwinds in the wake of the Mar-2011 tsunami and nuclear disaster. This augurs well for the short term as new Boeing 787s arrive and international partnerships are forged with the carrier's Star Alliance partners.
But in its forward vision there appears very little to suggest management fully comprehends the likely impact the three new LCCs (as well as an expanding Skymark) will have on Japan's domestic and regional short/medium-haul markets. And, in Japan's carefully managed transport system, embracing its world class shinkansen high-speed rail and high quality toll roads, pricing instability is about to disrupt travel behaviour in ways seemingly not apparent to Tokyo's planners.
A quick look at what has happened elsewhere in the world, once truly low-cost airline operations arrive, should be enough to make any observer aware of the potential of adding three new LCCs to Japan's slumbering domestic market in the space of six months. But apparently not in Japan. As has been observed many times in this context: once this egg is scrambled, it does not go back in its shell.
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