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- Xuedian Town, Xinzheng, Henan Province, 541161, China
- Domestic | International
- Airlines currently operating to this airport with scheduled services
- Air China
Beijing Capital Airlines
Cargolux Airlines International
China Eastern Airlines
China Postal Airlines
China Southern Airlines
Hong Kong Airlines
Siam Air Transport
Silk Way West Airlines
Yangtze River Express
- Airlines currently operating to this airport via codeshare
- Air France
China Express Airlines
KLM Royal Dutch Airlines
Zhengzhou Xinzheng International Airport serves the city of Zhengzhou, in Henan Province, China. The airport opened for services in 1997, replacing the inner-city Dongjiao Airport, which previously served Zhengzhou. China Southern has a major presence at Zhengzhou.
Location of Zhengzhou Airport, China
Fuel & Oil Suppliers servicing Zhengzhou Airport
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415 total articles
12 total articles
Zhengzhou is being propelled from a sleepy backwater to one of China's new aviation hubs. Located in central China's Henan province, Zhengzhou boasts reasonably quick transfers – passengers on high-speed rail or cargo on roads – to all major parts of the country. In the first eight months of 2014, Zhengzhou was the eighth largest cargo airport in China and 17th largest for passenger traffic.
Henan Civil Aviation Development and Investment Co, HNCA, has bought 35% of Luxembourg's Cargolux, which has commenced flights to Zhengzhou. The two will also establish a Chinese JV freight carrier, initially operating to North America, but there are concerns if the two will overlap and Cargolux will lose out to its Chinese sister. On the passenger side, HNCA has supported a larger presence from China Southern Airlines, but Zhengzhou city is partnering with Hong Kong's First Eastern (which owns Japanese LCC Peach Aviation) to establish a LCC. That carrier and China Southern may also clash. There could also be conflict between China Southern's cargo operations, which link China and North America, with the JV cargo carrier. The incredible speed with which Zhengzhou and Henan are moving will undoubtedly create some casualties along the way.
China's West Air is the first example of an airline in China fully to transition to the low-cost model. Other carriers like China United have become LCCs but they have yet to make the transition. West Air charges for meals and lounge access. It has boosted utilisation rates, partially by using earlier slots, and has decreased turn-around times.
Based in Chongqing (where a China Southern unit may also become a LCC), West Air's impetus to adapt the LCC model was that the lower incomes in the west were better suited to a low-cost model. West Air is the fourth-largest LCC in China and sixth largest in Northeast Asia.
The entirely domestic carrier, sporting a new modern logo, is expected to carry over four million passengers in 2014. West Air hopes to maintain growth momentum as it grows its fleet from 16 aircraft in 2014 to 40 within three to five years and later 100 aircraft.
The central Chinese city of Zhengzhou may seem obscure, but it is estimated to produce half of the world's iPhones. It is part of the story of Chinese manufacturing shifting from traditional coastal areas to central and western China, where wages are lower. That in turn is contributing to new air services and is directly impacting freight, with demand moving to what Cathay Pacific terms the "Three Cs": Chengdu, Chongqing and CGO (the airport code for Zhengzhou). This trio of cities has collectively overtaken Shanghai as Cathay's largest Chinese freight market.
Volumes at Zhengzhou, the smallest of the three, grew over 40% in 2012 while Chengdu saw steady growth and Chongqing double-digit growth. Shanghai saw single-digit percent decreases.
More resources are being put into establishing Chengdu and Chongqing as western capitals for China, and passenger services have flowed, with British Airways and Qatar Airways the latest to announce service to Chengdu. Finnair and Qatar already serve Chongqing. Zhengzhou maintains a less diversified economy and so sees a heavy presence of dedicated freighters and no intercontinental services.
The more cynical of China watchers write off the country's future domestic network, believing high-speed rail (HSR) will obliterate the need for air travel. While HSR does pose a threat on short sectors, these comprise the minority in China. The larger competitive worry, rather than annihilation, is regional flying. Carriers have shied away from regional operations, but China Eastern's part-owned subsidiary Joy Air has signed an agreement with the Hefei Municipal Government to establish Hefei Airlines by the end of 2013, based in its namesake city in central China.
Hefei will be at the convergence of HSR lines, but there will be opportunities to connect the city with nearby cities that do not overlap with HSR. Indeed, the preliminary plan calls for the carrier to operate 50-70 routes with 30 aircraft by 2020.
While perhaps achievable, its success will be tied with the region's, which has some of China's poorest but also fastest-growing provinces, as manufacturing moves inland away from the expensive coastal region. Hefei has attracted Unilever while Zhengzhou, 450km away, is home to a Foxconn plant that reportedly produces 70% of the world's iPhones.
To borrow from Mark Twain, reports of Chinese domestic airlines' death by high-speed rail have been greatly exaggerated. With the opening of new high-speed railway lines – and China will have some 16,000km of HSR track by 2020 – come inevitable reports asking if HSR will cannibalise and decimate domestic Chinese air routes, or telling of how flights are empty or being cut by airlines. It is true HSR has resulted in notable traffic declines on a handful of routes and caused one route to be suspended.
But there were approximately 1,600 domestic city-pairs operated by Chinese carriers in 2012 and the routes notably affected by HSR number in the single digits; these were never big to begin to with. Services between Zhengzhou and Xian were suspended after HSR's introduction, but previously the sole daily service was on a regional jet; multiple carriers ply the Beijing-Shanghai route with A330s, while the HSR operates below.
Zhengzhou-Xian services resumed after public confidence in HSR declined following a crash and maximum speeds decreased, highlighting that many unknown developments may improve what is already a moderate worst-case scenario. HSR can be a friend to airlines by having the two partner, as well as a galvanising force for Chinese air transport to become more efficient and competitive, if the right levels of government can be persuaded. Overcoming inertia in that area is one of the biggest challenges.
Congested Beijing is building fresh airport capacity that will see it become the world's largest aviation hub, leaving London - currently the world's busiest system of airports - and even ambitious Dubai in its wake. Beijing's new airport at Daxing south of the city could have up to nine runways and ultimate capacity to handle around 370,000 passengers per day, or a staggering 135 million passengers p/a. This would increase capacity at Beijing area airports to around 220 million p/a - almost a quarter of a billion passengers.