TAIWAN'S INTERNATIONAL AIRLINES THRIVE, BUT LOCAL

UNCLAS SECTION 01 OF 02 TAIPEI 001704 SIPDIS SIPDIS STATE FOR EAP/TC,EEB/TRA E.O. 12958: N/A TAGS: EAIR ECON PREL EINV ETRD TW CH SUBJECT: TAIWAN'S INTERNATIONAL AIRLINES THRIVE, BUT LOCAL AIRLINES SUFFER REF: TAIPEI 01095 SUMMARY ¶1. (SBU) Faced with rising fuel costs, some of Taiwan's airlines are struggling to stay in business. The two international carriers, China Airlines and EVA Airways, are expanding routes in Asia as a central component of their future growth, and the Taiwan to Hong Kong and Macau routes are extremely profitable. At the same time, Taiwan's four domestic airlines continue to lose money and customers, due in part to the impact of Taiwan's new high-speed rail (HSR) system. A combination of political and domestic economic factors makes future prospects for these carriers uncertain, perhaps hinging on an agreement with China to allow direct cross-Strait flights. End Summary. INTERNATIONAL AIRLINES DOING WELL ¶2. (SBU) Business continues to be good for Taiwan's two international airlines, China Airlines (CAL),which is majority-controlled by the Ministry of Transportation and Communication (MOTC),and privately-owned EVA Airways (EVA). In 2006, CAL revenue grew 8 percent, and the company plans to purchase up to NTD 40 billion (USD 1.2 million) in new aircraft to expand its passenger fleet. (Note: Boeing's 787 is the leading contender. A CAL source told us it is the preferred aircraft, based solely on commercial criteria, but acknowledged 'other factors' in the decision process. CAL has made its recommendation to MOTC, but no final decision has been made. End Note.) EVA, although unwilling to provide specific figures, confirmed continued growth in revenue from passenger service. For both carriers, passenger load factors (PLF),the indicator of how full flights are, remain high. CAL claims average PLF on all passenger flights is among the top four in the Asia-Pacific Airline Association. For EVA, PLF in June and July were up to 90 percent. ¶3. (SBU) Both airlines consider regional passenger service generally more profitable than long-haul routes. This year CAL is opening new routes from Taipei to Osaka and Sapporo and from Kaohsiung to Nagoya, as well as from Taipei to Vietnam and Cambodia. Similarly, flights between Taiwan and Japan are a major profit source for EVA, although a contact there predicted Taiwan's domestic carriers may seek Civil Aeronautics Administration (CAA) approval to begin running charter flights to Japan by late 2007, increasing competition for that share of the market. ¶4. (SBU) Flights between Taiwan and Hong Kong and Macau, however, are a much more significant portion of both carriers' passenger business. CAL operates more than 120 flights per week between Taipei and Hong Kong. EVA's flights to Hong Kong and Macau are very profitable, with PLF for those routes averaging 95 percent on weekends (and over 75 percent on weekdays). Both airlines market surveys show the majority of passengers are Taiwan residents doing business in China. DOMESTIC CARRIERS CONTINUE TO SUFFER ¶5. (SBU) In contrast to Taiwan's international airlines, the four small domestic airlines continue to see declining revenue and PLF. Far Eastern Air, TransAsia, UNI Air and Mandarin Airways have small fleets, each between 13 and 20 aircraft. Their profitability has been reduced by the increasing price of aviation fuel. Between January 2005 and May 2007, for example, fuel prices have increased 49 percent. One airline sources estimates that with oil prices over USD 70 per barrel, fuel comprises over 40 percent of airlines' operational costs. ¶6. (SBU) The negative impact of rising fuel prices is compounded by the continued decline in demand for local flights. Taiwan's domestic carriers are authorized to operate only a limited number of routes. On the island's main west coast routes, which account for 50 percent of revenue for domestic carriers, PLF were down to 49 percent of total capacity by May of this year. Flights between Taipei and Taichung have been cancelled because of the steep drop in demand. TAIPEI 00001704 002 OF 002 VARIOUS REASONS WHY ¶7. (SBU) The divergence between Taiwan's international and domestic airlines is due to several factors, including improvements in road and rail infrastructure, shifts in domestic travel patterns, and slower growth of average household disposable income over the last seven years. ¶8. (SBU) Industry observers and airline executives all agree that Taiwan's HSR system has hurt the domestic carriers (Reftel). The impact will likely worsen in September when HSR service will increase to 60 roundtrips per day. ¶9. (SBU) According to MOTC data, the volume of domestic travel has steadily declined, from 580 million travelers in 1996 to 431 million travelers in 2005. In that period, the number of people traveling by train increased by 11 million. Train travel represented 7 percent of total travel in 2005, versus 1.6 percent for air travel. The data also indicate a decrease in the number of motor vehicle trips around Taiwan. Apparently, people are traveling less domestically, and when they do they are increasingly likely to take the train. ¶10. (SBU) Some airline industry observers contend the decline in demand for domestic flights is related to slow growth of household disposable income. Between 2000 and 2005, average disposable income per household increased overall by less than 1 percent. Compared with the approximately 10 percent overall growth in the 1980s and 6 percent overall growth in the 1990s, recent growth seems trifling in Taiwan. Since a higher proportion of international travel is business-related, Taiwan's lackluster household income growth may disproportionately affect local flights. CAN THE SMALL AIRLINES BE RESCUED? ¶11. (SBU) On June 26, Taiwan's CAA announced it will extend for another year measures adopted in 2006 to support Taiwan's struggling local airlines. These measures consist of reductions in landing fees and rent for airport space. CAA estimates these measures will save the airlines NTD 230 (USD 7 million). Even with these savings, it is unclear how long the unprofitable domestic carriers can continue to operate. In the medium term, Taiwan's small airlines want to expand into providing regional service. However, a CAA source told us that the agency is now not willing to allow domestic carriers to open regional routes. This may be due to President Chen Shui-bian's reluctance to expand cross-Strait ties lest political opponents claim he has lessened the DPP's commitment to establishing Taiwan's 'identity'. 12 (SBU) In the long term, Taiwan's local airlines are pinning their hopes on getting a piece of the market if or when direct cross-Strait flights become a reality. The high level of demand for seats on cross-Strait charter flights during the four major Chinese holidays suggests that the market for regular cross-Strait passenger flights could be large enough to support many competing airlines. There has not, though, been any breakthrough in talks on cross-Strait charter flights between the Taiwan Airline Association and China's Civil Aviation Association to signal regular direct flights could begin. COMMENT ¶13. (SBU) Airline industry contacts hope that an agreement on cross-Strait flights could be negotiated quickly after Chen Shui-bian has left office. Such an agreement might be the only means to sustain Taiwan's struggling local carriers. End Comment. YOUNG