Name: 為什麼西雅圖飛往臺北的班機這麼多？！✈️ (Why Does Seattle Have So Many Flights to Taipei?)
Uploaded: 2026-02-08T13:17:16.000Z
Duration: 11 min 21 s

程度副詞

Seattle has nearly 30 non stop flights a week to Taipei.

西雅圖每週有近30個直飛臺北的班機。

That's more than New York, Chicago and Houston combined.

這比紐約、芝加哥和休士頓加起來的總和還多。

What makes that strange is that Seattle doesn't have one of the largest Taiwanese populations in the country.

奇怪的是，西雅圖並沒有擁有全國最大的臺灣人社群。

Los Angeles and the Bay Area do by a wide margin.

相較之下，洛杉磯和灣區的臺灣人數量就多很多了。

So why does Seattle quietly operate one of the most heavily served Trans Pacific routes in the United States?

那麼，為什麼西雅圖默默地營運著美國最繁忙的跨太平洋航線之一呢？

It's the short answer is because Seattle isn't flying to Taipei.

簡單來說，是因為西雅圖並不是飛往臺北。

For Seattle, it's flying there because of how Taipei functions as a hub and how airlines build their networks around it and why Seattle fits into that system better than almost any other US City.

西雅圖之所以飛往那裡，是因為臺北作為一個轉運中心的功能，以及航空公司如何圍繞它建立航線網絡，還有為什麼西雅圖比美國幾乎任何其他城市都更適合這個系統。

A lot of Trans Pacific flying is built around destinations.

許多跨太平洋的飛行都是圍繞著目的地建立的。

像是東京、首爾，甚至是香港。

To a degree, those are places that people are actually trying to get to.

在某種程度上，這些都是人們真正想去的地方。

It's not the final stop, but it's the midpoint.

它不是最終目的地，而是中途站。

Taipei is one of those airports that quietly punches above its weight as a connector.

臺北是那些默默地以轉運功能超越自身實力的機場之一。

From there, airlines can reach Southeast Asia and a long list of secondary cities that don't have nonstop service from the US Places that would never justify a direct flight on their own suddenly become very reachable with one stop.

從那裡，航空公司可以抵達東南亞以及許多沒有美國直飛服務的次級城市。原本獨自無法證明直飛班機合理性的地方，突然間變得非常容易抵達，只需要一次轉機。

That changes how airlines think about demand.

這改變了航空公司對需求的看法。

And once a route starts feeding connections instead of just local passengers, frequency starts to matter more than size.

一旦一條航線開始提供轉機服務，而不僅僅是載送當地乘客，班次頻率就比機場規模更重要了。

One massive flight a day isn't nearly as useful as multiple departures spread throughout the day.

每天一個大型班機，遠不如一天內分散的多個班機來得有用。

More flights mean shorter connection times, more options, and fewer missed onward flights.

更多班機意味著更短的轉機時間、更多選擇，以及更少的錯過後續班機。

對航空公司來說，這種彈性是無價的。

This is where Taipei really separates itself from other Asian hubs.

這就是為什麼臺北能從其他亞洲轉運站脫穎而出。

It's efficient, it's geographically well positioned, and it's built for smooth transfers.

它很有效率，地理位置優越，而且是為順暢轉機而建。

Airlines don't need to rely on a single daily departure to make the economics work, because they can add frequency and let the network do the heavy lifting.

航空公司不需要依賴每天一次的大型班機來創造經濟效益，因為他們可以增加班次頻率，讓網絡發揮作用。

That also helps explain why multiple airlines are willing to compete on the same route.

這也解釋了為什麼多家航空公司願意在同一條航線上競爭。

They're not all chasing the same exact passenger.

Some are focused on Southeast Asia, some are feeding alliance networks, and

有些專注於東南亞，有些則為航空聯盟網絡提供支援，而

others are prioritizing cargo or time sensitive traffic.

有些則優先考慮貨運或時效性貨物。

Taipei gives them room to do all of that without stepping on each other too much.

臺北讓他們有空間去做這些事，而不會過度幹擾彼此。

When you see a route like Seattle to Taipei operating at this scale, it's less about how many people want to go to Taiwan specifically, and

當你看到像西雅圖到臺北這樣規模的航線時，重點已不是有多少人想去臺灣，

more about how many places that flight unlocks beyond it.

而是這班班機能開拓多少它之後的目的地。

所以你現在可能會想，為什麼是西雅圖？

從紙面上看，它不是最明顯的選擇。

It's not the biggest city on the west coast, it's not as internationally dominant as Los Angeles or San Francisco, and

它不是西岸最大的城市，也不像洛杉磯或舊金山那樣具有國際主導地位，而且

it doesn't have the sheer volume of other west coast hubs.

它不像其他西岸轉運中心那樣有龐大的運量。

But once you look at how airlines actually use Seattle, it starts to make a lot more sense Geographically, Seattle is in a relatively comfortable spot for Trans Pacific flying.

但一旦你看看航空公司實際上如何使用西雅圖，地理位置上，西雅圖在跨太平洋飛行上就有個相對舒適的位置，這就說得通了。

Flights to Asia are efficient without being extreme, and

飛往亞洲的班機效率很高，但又不會太極端，而且

airlines don't have to deal with the same level of congestion and slot pressure you see farther south.

航空公司不必像在更南邊那樣應付同樣等級的擁擠和機位壓力。

That makes scheduling easier, especially when you're trying to run multiple departures a week instead of just one big daily flight.

這樣調度起來就更輕鬆了，特別是當你試著一週安排好幾班班機，而不是隻有一個大型的每日班機時。

Seattle also operates like a gateway without feeling like one.

西雅圖也像個門戶一樣運作，但又沒有門戶的感覺。

It has a strong domestic connectivity, plenty of long haul infrastructure and room to grow, but

它有很強的國內連結性、充足的長途基礎設施和成長空間，但

it doesn't come with the operational headaches that airlines run into at LAX or San Francisco.

卻沒有像洛杉磯國際機場或舊金山那樣讓航空公司頭痛的營運問題。

So for carriers, that combination is pretty hard to ignore.

所以對航空公司來說，這樣的組合很難讓人忽略。

Cargo plays a bigger role here than most people realize too.

貨運在這裡扮演的角色比大多數人想像的還要重要。

The Pacific Northwest moves a lot of high value freight, and

太平洋西北地區運送了大量的高價值貨物，而且

long haul routes like this benefit from having strong cargo demand underneath the passenger operation even when the passenger demand fluctuates.

像這樣的長途航線，即使客運需求波動，也能從強勁的貨運需求支撐客運營運中獲益。

Cargo helps smooth out economics and makes higher frequencies easier to justify.

貨運有助於平滑經濟效益，讓更高的班次頻率更容易被接受。

In addition to EVAAir and China Airlines operating cargo flights specifically and just as important is who Seattle doesn't have to compete with.

除了長榮航空和中華航空有營運專門的貨運班機之外，更重要的是西雅圖不必跟誰競爭。

Nearby Portland doesn't have the scale, and Vancouver comes with international borders and different traffic rights.

附近的波特蘭沒有這樣的規模，而溫哥華則有國際邊界和不同的航權問題。

So Seattle ends up being the cleanest, simplest option for airlines looking to serve this part of the continent.

是以，對於想服務這塊大陸地區的航空公司來說，西雅圖就成了最乾淨、最簡單的選擇。

Put all that together and Seattle stops looking like a strange outlier and it starts looking like a really practical choice for airlines that want reliable access to Asia without the complications that come with the bigger hubs.

把這些因素都考慮進來，西雅圖就不再是個奇怪的特例，而是對想穩定進入亞洲市場、又不想處理大型轉運中心複雜問題的航空公司來說，一個非常實際的選擇。

Now, I'm not going to sit here and tell you that Seattle isn't a large airport.

我不會在這裡跟你說西雅圖不是個大機場。

In fact, it ranks as the 12th busiest airport in the United States by total passenger appointments, which is heavily fueled by the fierce domestic competition competition by Alaska and Delta.

事實上，以總旅客量來說，它是全美第12繁忙的機場，這很大程度上是受到阿拉斯加航空和達美航空激烈國內競爭的推動。

If this so called battle for Seattle intrigues you, I found a great video by the creator Aviate that I highly recommend.

如果這個所謂的「西雅圖爭奪戰」讓你感興趣，我找到了一個很棒的影片，是創作者 Aviate 做的，我非常推薦。

I'll link the video in the description below.

我會在下方的說明欄提供影片連結。

Once you really zoom out and look at who is flying this route, the picture changes pretty quickly.

一旦你真正拉開距離、看看是誰在飛這條航線，情況就會很快改變。

This isn't one airline taking a risk or throwing capacity at a market just to see what happens.

這不是單一航空公司在冒險，也不是隨便投入運能到一個市場看看會發生什麼事。

It's a mix of very different airlines with very different business models all finding a reason to be here at the same time.

這是一個由許多不同航空公司組成的組合，牠們有著截然不同的商業模式，卻都在同一個時間點找到在此地營運的理由。

Alright, so let's start with EVA Air because they're the foundation of this route.

好，那我們就從長榮航空開始說起，因為牠們是這條航線的基石。

EVA has decades of experience flying between the US and Taiwan and their approach to Seattle feels anything but experimental.

長榮航空在美國和臺灣之間飛行已有數十年的經驗，牠們經營西雅圖航線的方式一點也不像是實驗性的。

The combination of daily service plus additional weekly frequencies tells you that this is a market they understand well enough to fine tune.

每天的班次加上額外的每週班次頻率，顯示出這是他們充分了解並能精確調整的市場。

長榮航空並不是想在這裡創造需求。

They're responding to demand they know already exists, both for passengers and for cargo.

他們是在回應他們知道已經存在的客貨運需求。

EVA Air operates dedicated cargo flights from Seattle.

長榮航空有從西雅圖出發的專屬貨運班機。

And Seattle fits cleanly into eva's broader North American network.

而西雅圖也完美地融入長榮航空更廣泛的北美網絡中。

And their consistency is a big reason this route feels stable rather than speculative.

而他們的穩定性是這條航線感覺穩固而非投機的一大原因。

Then there's China Airlines, which takes a more selective approach, but ends up reinforcing the same conclusion.

接著是中華航空，他們採取了比較精選的方式，但最終也得出相同的結論。

China Airlines isn't trying to overwhelm the route with frequency.

中華航空並沒有試圖用頻繁的班次來壓垮這條航線。

Their schedule is tighter and more deliberate.

他們的班表安排更緊湊、更有策略。

But the important part is that they're willing to commit widebody aircraft humans at all.

但重要的是，他們願意投入廣體客機。

Seattle doesn't have to be China Airlines biggest US Market for the route to make sense.

這條航線即使不是中華航空在美國最大的市場，也依然有其意義。

And their continued presence suggests that it is.

而他們持續的投入，也顯示了這一點。

Where things really get interesting is when you start looking at how US Airlines fit into this picture.

當我們開始探討美國的航空公司在這個情況下扮演的角色時，事情就變得更有趣了。

Though Delta doesn't operate long haul routes like Seattle to Taipei on a whim, when Delta commits to daily service, it's usually because the route plugs into something much larger.

雖然達美航空不會隨意開闢像西雅圖到臺北這樣的長程航線，但當達美航空承諾每日服務時，通常是因為這條航線能連結到更大的網絡。

Seattle has actually quietly become one of Delta's most important long haul gateways, especially for Asia.

西雅圖其實已經悄悄成為達美航空最重要的長程門戶之一，特別是通往亞洲的航線。

And Taipei fits neatly into that strategy.

What makes Delta's presence even more compelling is that they're not relying on the flight to stand on its own.

讓達美航空的參與更引人注目的是，他們並不是單靠這班飛機來維持營運。

They have a partnership with China Airlines, and

他們與中華航空有合作關係，而且

Taipei effectively becomes a connecting point into a much larger part of Asia than Delta could ever serve directly.

臺北有效地成為連結到比達美航空能直飛的範圍大得多的亞洲區域的轉運點。

Passengers can fly Delta into Seattle, cross the Pacific to Taipei, and

旅客可以搭乘達美航空飛往西雅圖，然後跨太平洋飛往臺北，

then continue onward on China Airlines to destinations across Southeast Asia and beyond.

再接著搭乘中華航空前往東南亞及其他地區的目的地。

So from the passenger's perspective, it feels like Delta suddenly has a much deeper Asia network than what's visible on their own route map.

所以從旅客的角度來看，感覺達美航空突然擁有了比他們自家航線圖上看到的更深入的亞洲網絡。

That kind of partnership changes how the route performs.

這種合作關係改變了航線的表現方式。

Delta doesn't need every seat filled by someone flying Seattle to Taipei.

達美航空不需要每個座位都由搭乘西雅圖到臺北航線的旅客坐滿。

Some passengers are connecting onward, others are coming back the other way.

有些旅客是繼續轉機前往其他地方，有些則是從其他地方回來。

So the route works because it feeds into multiple systems at once, and

所以這條航線之所以可行，是因為它同時串聯了多個系統，

而不只是這一個特定的城市對。

So we know that China Airlines has a partnership with Delta Airlines.

所以我們知道中華航空跟達美航空有合作關係。

But what if I told you that wasn't the only US Airline that China Airlines has a partnership with?

但如果我告訴你，這不是中華航空唯一合作的美國航空公司呢？

Now it's less obvious, but arguably just as important.

現在這個比較不明顯，但重要性可能不相上下。

Southwest Airlines also has interline partnerships, not just only with China Airlines, but also EVA Air.

西南航空也有聯程合作，不只跟中華航空，也跟長榮航空有。

It's not a codeshare and it's not an alliance level relationship, but

這不是共掛班號，也不是航空聯盟等級的關係，但是

it does allow passengers to book a single itinerary from a Southwest city through Seattle onward to Taipei on both carriers.

它讓旅客可以預訂一張單程票，從西南航空的城市出發，經過西雅圖，再搭乘兩家航空公司的後續班機前往臺北。

That matters because Southwest touches a huge number of secondary and mid sized cities across the United States that don't have nonstop international service of any kind.

這很重要，因為西南航空服務了美國境內大量沒有任何直飛國際班機的次級和中型城市。

So suddenly Seattle becomes a gateway not just for the Pacific Northwest, but

所以西雅圖突然變成一個門戶，不只服務太平洋西北地區，

Passengers who might never consider piecing together separate tickets can now reach Taipei and beyond with a relatively straightforward connection.

那些原本可能從未想過要自己拼湊不同機票的旅客，現在可以透過相對簡單的轉機，抵達臺北及其他地方。