Melburnian1
Veteran Member
- Joined
- Jun 7, 2013
- Posts
- 25,485
When the BITRE puts out its annual figures on international air travel to and from Oz, it brings home how choice has expanded.
There were about 23 million international passenger movements to or from Oz in calendar 2007 (i.e. roughly 11.5 million each way.) By 2017, there were more than 39 million, or almost 20 million each way, which is roughly 1.6 million departing passengers a month, although some are markedly busier such as December for outbound.
In 2007, QF carried 26.8 per cent of international passengers to and from Oz and JQ 5.9 per cent, a total of 32.7 per cent.
By 2017, its share had dropped to 16.4 per cent. Adding JQ's 9.1 per cent, that comes to a total of 25.5 per cent. EK was at 7.4 per cent in 2007 and 8.3 per cent (when it had partnered with QF) in 2017.
The most interesting aspect is that airlines other than the top 10 accounted for just 22.1 per cent of 2007 passengers - fewer than a quarter - but by 2017, the share of less prominent airlines had risen to 30.7 per cent. This is one extremely positive aspect of international air travel's greater deregulation (not that regulation such as air services agreements is absent) as it helps to drive innovation, increased frequencies and put downward pressure on fares.
VA was nowhere to be seen in the 'top 10' in 2007 but by 2017 was carrying 6 per cent of international air users. This figure surprised me, as VA doesn't have a very extensive international network: LAX, HKG, DPS, New Zealand and the Pacific Islands plus Christmas Island is just about it if my memory is working. On none of the first four is VA dominant.
SQ and NZ respectively carried 11.1 per cent and 9 per cent of international Oz-originating or Oz-bound passengers in 2007 but by 2017 their market shares had dropped to 8.1 and 6.6 per cent. The total size of the market has of course increased hugely so it doesn't mean their passenger numbers have declined, but just that their growth hasn't kept pace with overall market expansion.
CX has been very stable over the decade: 4.8, 4.9 and 4.6 in 2007, 12 and 17 as percentages. Again, I wasn't expecting this but it shows how rises in frequency work to bring extra passengers. However CX seems to use relatively low capacity aircraft on some Australian routes compared to some competitors.
MH, TG and UA were in the top 10 by passenger share in 2007 but have dropped out of it, while D7 (Air Asia), EY and CZ, the latter with a 3.1 per cent share, had entered the top 10 by 2017. It will be interesting to see if EY's troubles see it also being removed from the top 10 once the 2018 calendar year figures are computed.
With 58 international airlines serving us, there's plenty of choice in the market.
Should fuel prices continue to rise, it will be fascinating to see whether any airlines are so badly affected that they reduce frequencies or even pull out of Australia.
There were about 23 million international passenger movements to or from Oz in calendar 2007 (i.e. roughly 11.5 million each way.) By 2017, there were more than 39 million, or almost 20 million each way, which is roughly 1.6 million departing passengers a month, although some are markedly busier such as December for outbound.
In 2007, QF carried 26.8 per cent of international passengers to and from Oz and JQ 5.9 per cent, a total of 32.7 per cent.
By 2017, its share had dropped to 16.4 per cent. Adding JQ's 9.1 per cent, that comes to a total of 25.5 per cent. EK was at 7.4 per cent in 2007 and 8.3 per cent (when it had partnered with QF) in 2017.
The most interesting aspect is that airlines other than the top 10 accounted for just 22.1 per cent of 2007 passengers - fewer than a quarter - but by 2017, the share of less prominent airlines had risen to 30.7 per cent. This is one extremely positive aspect of international air travel's greater deregulation (not that regulation such as air services agreements is absent) as it helps to drive innovation, increased frequencies and put downward pressure on fares.
VA was nowhere to be seen in the 'top 10' in 2007 but by 2017 was carrying 6 per cent of international air users. This figure surprised me, as VA doesn't have a very extensive international network: LAX, HKG, DPS, New Zealand and the Pacific Islands plus Christmas Island is just about it if my memory is working. On none of the first four is VA dominant.
SQ and NZ respectively carried 11.1 per cent and 9 per cent of international Oz-originating or Oz-bound passengers in 2007 but by 2017 their market shares had dropped to 8.1 and 6.6 per cent. The total size of the market has of course increased hugely so it doesn't mean their passenger numbers have declined, but just that their growth hasn't kept pace with overall market expansion.
CX has been very stable over the decade: 4.8, 4.9 and 4.6 in 2007, 12 and 17 as percentages. Again, I wasn't expecting this but it shows how rises in frequency work to bring extra passengers. However CX seems to use relatively low capacity aircraft on some Australian routes compared to some competitors.
MH, TG and UA were in the top 10 by passenger share in 2007 but have dropped out of it, while D7 (Air Asia), EY and CZ, the latter with a 3.1 per cent share, had entered the top 10 by 2017. It will be interesting to see if EY's troubles see it also being removed from the top 10 once the 2018 calendar year figures are computed.
With 58 international airlines serving us, there's plenty of choice in the market.
Should fuel prices continue to rise, it will be fascinating to see whether any airlines are so badly affected that they reduce frequencies or even pull out of Australia.
