Taipei Taoyuan International Airport
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- IATA Code
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- No. 9, Hangzhan S. Rd., Dayuan Township, Taoyuan County 33758, Taiwan R.O.C.
- Other airports serving Taipei
- Taipei Songshan Airport
- 3660m x 60m
3350m x 60m
- Airlines currently operating to this airport with scheduled services
- Air Burundi
Air Hong Kong
All Nippon Airways
Cargolux Airlines International
Cebu Pacific Air
China Eastern Airlines
China Southern Airlines
Delta Air Lines
Far Eastern Air Transport
Hong Kong Airlines
KLM Royal Dutch Airlines
Nippon Cargo Airlines
Yangtze River Express
- Airlines currently operating to this airport via codeshare
Taipei Taoyuan International Airport, the larger of two airports serving Taipei, is the main international gateway to Taipei and the busiest airport in Taiwan. Hosting regional and international passenger and cargo services for over 30 airlines, the airport is a hub for airlines including China Airlines and EVA Air.
Location of Taipei Taoyuan International Airport, Taiwan
Ground Handlers servicing Taipei Taoyuan International Airport
773 total articles
28 total articles
After over a year of very public discussion about home-grown low-cost carriers, Taiwan in a matter of weeks has received commitments from both China Airlines and TransAsia Airways to start LCC subsidiaries in the next year, making Taiwan the last major market in Asia to have an LCC. The unusually public – and sometimes fanciful – discussion has perhaps rushed these decisions ahead of what a normal commercially-oriented process would produce. These "LCCs" are still sometime away from having a coherent strategy, and then maturing. But the upside seems to be support, both internally and from the government – critical and sometimes overlooked.
In announcing their own LCC subsidiaries, China Airlines and TransAsia are each embarking on a dual-brand strategy, a popular concept seldom achieved proficiently. The dual-brand strategy will be very different for these carriers, as between each other and from other global examples. Hub carrier China Airlines has 54 aircraft, only a quarter of which are narrowbodies. The use of narrowbodies is increasing as regional liberalisation opens thinner routes and expands frequencies. So as China Airlines begins to work through the intricacies of an LCC operation, it is also seeing its own business transform rather significantly. This creates opportunity to mould the future but also adds complexity. Meanwhile TransAsia only has 11 regional aircraft, creating a challenge to gain scale on the existing operation and new LCC.
There will be much reconfiguration as the carriers test the market and discover what it means to be an LCC (as opposed to merely a low fares airline) and as the region itself undergoes much change. So perhaps Taiwan's second-largest carrier, EVA Air, will also be well advised to reconsider its past statements that it has no interest in operating an LCC. But nor is there rush for it to move from its current position of sitting on the sidelines.
Positive change continues to occur in Taiwan. A year ago its attitude towards new local entrants was obscure but now it is becoming clear and has fewer obstacles, further illustrated by recent changes that lower the entry barrier for a company that wishes to establish a new airline – such as a low-cost carrier. Majority Taiwanese ownership is required and the Taiwanese company establishing a LCC must be in air or sea transport or trade enterprise, a wide but not unlimited category. A new entrant would not be restricted to the tiny domestic market. The mood is that a home-grown LCC (or two) is now a question of when and who.
AirAsia and Peach could be contenders in addition to LCC subsidiaries of existing Taiwanese airlines. While air service agreements are liberalising, especially in the key Japanese market, it may still be sometime before Taiwan receives its own LCC. Landing fees outside of Taipei are being reduced but there is no definitive plan for a low-cost terminal or other incentives.
The Asia Pacific region was once the laggard for Delta Air Lines. Despite the region's size, it seldom accounted for more than 3% of Delta's revenue or capacity. Asia Pacific yields were some of Delta's lowest. That changed after Delta's merger with Northwest. The region, notably Japan, was an important market for Northwest, accounting for as much as a quarter of its revenue and capacity. While Delta inherited size in Asia-Pacific, it did not receive quality: Northwest's yields were not outstanding. That has started to change and North Pacific yields in recent years are some of Delta's highest.
That is giving Delta a platform to grow. The carrier recently introduced additional services to Shanghai and Tokyo, and in the future is specifically looking to introduce a non-stop service to Taipei and re-introduce a non-stop flight to Hong Kong. The result should be to help it diversify beyond Japan, which still sees the majority of Delta's trans-Pacific capacity – despite being the only one of the big three US carriers not to have an immunised partnership with a Japanese airline.
Delta's China growth in the medium term will not follow United Airlines in serving secondary Chinese cities from the US, instead preferring connecting options with its strong SkyTeam partners China Eastern and China Southern. Delta may not rival United as the largest US carrier in Asia, but it is still far ahead of American Airlines.
Taiwan has struggled to put itself on the tourist map but EVA Air plans to work around that, growing regionally around Asia and in long-haul markets, planning to increase its portion of transfer traffic above the current 50%. Growth will be helped now that EVA Air is in the Star Alliance, formally joining on 18-Jun-2013.
EVA has no single defining market. Rather it has a medley that it has managed to make work.
European flights mainly route through Bangkok and those services are mainly filled with Europe-Bangkok, not Europe-Taiwan, passengers. North America is performing well now that there is open skies with the US and a visa waiver programme. Much long-haul capacity will be focused on this market. In Canada, and Europe, EVA Air would like to grow but is limited by bilaterals.
Hawaiian Airlines is still awaiting the rewards of network diversification it undertook a few years ago with the launch of several new Asian routes along with flights to Auckland and Brisbane. The effort was designed to offset Hawaiian’s dependence on service to the US mainland, which has become increasingly competitive during the last few years.
The rapid-fire route introductions have been plagued by currency weakness in Japan, retaliatory competitive capacity additions and Hawaiian’s spooling up in understanding the distinctive nuances of each market. At the same time overcapacity in its North American markets – which still comprise the majority of its revenues – continues to pressure Hawaiian’s performance.
As those challenges continue to cast a spectre on Hawaiian’s performance, the carrier has reversed its fortunes within its inter-island network, which weakened during 2012 when Hawaiian made a push from Maui and overestimated the capacity it needed to build a hub in Kahului.
Kunming-based Lucky Air, one of the many airline affiliates of privately-owned HNA Group, has applied to China's aviation regulator CAAC for permission to expand its business licence from domestic services only to include regional flights to Hong Kong, Taiwan and Macau. Expansion to "regional" markets in greater China is usually the first step for Chinese carriers to eventually open international markets.
Kunming, the capital of Yunnan province in southern China, is already linked to Hong Kong and Taiwan but not Macau. Kunming-Hong Kong is served by Hong Kong Airlines, also affiliated with HNA. Hong Kong sees the most international seats from Kunming while Taipei is the sixth-most popular international route.
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