Shanghai Pudong Airport
- CAPA Analysis
- Schedule Analysis
- Route Maps
- Print Summary
- IATA Code
- ICAO Code
- Other airports serving Shanghai
- Shanghai Hongqiao Airport
- 3800m x 60m
4000m x 60m
- Airlines currently operating to this airport with scheduled services
Air Hong Kong
Air New Zealand
All Nippon Airways
Cargolux Airlines International
Cebu Pacific Air
China Eastern Airlines
China Southern Airlines
Delta Air Lines
Hong Kong Airlines
KLM Royal Dutch Airlines
Mega Maldives Airlines
Nippon Cargo Airlines
Polar Air Cargo
Royal Brunei Airlines
Silk Way Airlines
Silk Way West Airlines
Virgin Atlantic Airways
Yangtze River Express
- Airlines currently operating to this airport via codeshare
South African Airways
Shanghai Pudong International Airport is the larger airport serving Shanghai and among the busiest airports in China. Hosting domestic, regional and international passenger and cargo services for over 35 airlines, the airport is a major hub for airlines including Air China, China Eastern Airlines and Shanghai Airlines. It is also among the world's busiest cargo hubs, with many foreign and Chinese cargo carriers locating bases here. The opened in 1999 and was constucted to ease congestion at Shanghai Hongqiao. Pudong is Shanghai's primary international gateway, with all long-haul services to Shanghai operating to Pudong.
Location of Shanghai Pudong Airport, China
Shanghai Int'l Airport share price
Ground Handlers servicing Shanghai Pudong Airport
1,247 total articles
59 total articles
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.
The tremendous growth of the domestic Chinese aviation market over the last decade is strongly tied to the increasing use of widebody aircraft. The country's largest route, Beijing Capital to Shanghai Hongqiao, has grown 53% in frequencies from 2003 to 2013. And widebody aircraft have grown disproportionately higher: in 2003 widebodies flew 47% of Beijing-Shanghai frequencies; in 2013 they fly 76% of frequencies between the country's two main cities.
While carriers operate a number of widebodies on domestic routes, it is the A330 that captures attention. The twin-engined aircraft was not even in service in China in 2003 but in 2013 the A330 flies 53% of all Beijing-Shanghai frequencies. So it is not surprising Airbus chose a Chinese event to announce its lower-weight A330, pitched for regional and domestic operations. Widebody aircraft on trunk routes deliver not just cost efficiencies but permit capacity growth in restricted airspace. Widebodies are so key that some domestic Chinese route authorities are awarded only if an airline plans to use a widebody.
Juneyao Airlines and Spring Airlines will make advances with their forthcoming entry into the highly lucrative cross-Strait market between mainland China and Taiwan, where yields approach an astronomical USD30 cents/km for the one to two hour flights. While they are due to initially serve Kaohsiung, a Taiwanese port city, they should gain entry on the key Shanghai-Taipei route later in 2013. The two privately-owned airlines are the most prominent of the carriers that launched mid-last decade during a period of relative liberalisation. Being new carriers, they have lean bases unencumbered with legacy baggage. Spring also has the distinction of being China's largest LCC by some degree, and will be the first LCC on the cross-Strait market.
The two will be expected to offer lower fares than competitors, but not by much, at least on the Shanghai-Taipei route. Demand far exceeds current supply, tightly controlled by the respective governments since scheduled cross-Strait services recommenced in 2008 as relations between the two governments warmed. There is little incentive to offer cut-throat fares as might be expected in other markets. The routes should do well for Juneyao and Spring from a marketing and profitability perspective, but their limited frequency against a backdrop of high demand means competitors should have little to worry about for the medium term. In the long term, however, these short point-to-point routes seem perfect for LCCs, if airlines are willing to make a fundamental change to their business.
China's privately-owned Juneyao Airlines is seeking a broader path. Thoughts of partnerships have progressed from ambition to reality, with Juneyao interlining with Singapore Airlines and more recently forming reciprocal codeshares with both Air China and China Eastern. Despite a not insignificant fleet of 30-odd A320 family aircraft, Juneyao remains relatively unknown. That will change as the carrier seeks deeper international partnerships. The Shanghai-based carrier has already caught the eye of Star Alliance, which has a void in its network since the 2010 exit of Shanghai Airlines following that carrier's acquisition by SkyTeam's China Eastern.
But for now, independence of a global alliance seems to be the objective for Juneyao. There are a number of independent airlines to have leveraged a strong domestic network to become friends of many, and not just from one alliance.
The codeshares with Air China and China Eastern are different, with little route overlap. China Eastern is top dog in Shanghai, but Juneyao has more Shanghai slots than China Eastern could ever hope to gain by growing organically. Likewise for Air China, which is trying to build up its Shanghai presence to compete with China Eastern. These are duelling ambitions and Juneyao is in the prize. No doubt it has already received a quick lesson on managing partners.
There are 103 A380s in service as of early May-2013. Emirates has 33 and Singapore Airlines has 19, so when assessing network scheduling, these two and their hubs predominate: of the 1,048 weekly A380 flights, 402 are from Emirates alone. Dubai and Singapore airport see the most A380 flights.
But there are some less predictable statistics. The airport to see the most A380 operators is Hong Kong followed by Paris and Los Angeles. The largest A380 destination that is not (yet) an A380-hub is London Heathrow. The UK and USA are the most common A380 destinations after Australia, Singapore and the UAE. Asia, not the Middle East, sees the most A380 flights; South America sees none. Guangzhou-Shanghai Pudong is the shortest A380 route at 1,202km while Los Angeles-Melbourne is the longest at 12,751km. Qantas and Lufthansa have the highest average sector length while Thai Airways is placing the most number of cycles – about two – on its aircraft per day. Qantas and Air France are placing the least (just over one).
A slowdown in Chinese traffic at the end of 2012 resulting from decreased activity in line with the government’s leadership transition saw Beijing Capital Airport miss a widely-held projection that it would overtake Atlanta Hartsfield airport for the title of world’s largest passenger airport. Beijing remained in the #2 spot after breathtaking growth that saw it enter the world’s 10 largest airports only in 2006.
Growth at Beijing and other major Chinese airports will slow as slots become increasingly difficult to secure. The highest growth amongst major Chinese airports is occurring in China’s west and northeast regions, home to airports including Chongqing, Shenyang and Urumqi.
They are a fraction of the size of Beijing, Shanghai and Guangzhou, which account for 31% of passenger movements, but will increasingly garner international attention.
Great news! CAPA now offers email and phone contact functionality through its partnership with Gooey. Corporate access for this feature is USD1000 per annum.