Salt Lake City International Airport
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- IATA Code
- ICAO Code
- Salt Lake City
- United States of America
- Domestic | International
- 3659m x 46m
3658m x 46m
2925m x 46m
1491m x 46m
- Airlines currently operating to this airport with scheduled services
- Air Canada
Delta Air Lines
- Airlines currently operating to this airport via codeshare
- Aer Lingus
Air New Zealand
Air Tahiti Nui
All Nippon Airways
China Eastern Airlines
China Southern Airlines
KLM Royal Dutch Airlines
Virgin Atlantic Airways
Salt Lake City International Airport is the major gateway to the state of Utah. Hosting domestic, regional and international services for over 10 airlines, the airport is a major hub for Delta Air Lines and Delta Connection/SkyWest Airlines.
Location of Salt Lake City International Airport, United States of America
Ground Handlers and Cargo Handlers servicing Salt Lake City International Airport
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Fuel & Oil Suppliers servicing Salt Lake City International Airport
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24 total articles
Air Canada believes that changes it is making to business strategy – aircraft densification and the expansion of its low cost subsidiary, rouge – are positioning the airline to weather uncertain economic conditions in Canada and in other geographical regions.
A decline in industry domestic capacity later in 2016 should benefit Air Canada and rival WestJet, but Air Canada’s yields will continue to decline because certain components of its strategy blueprint – longer stage length and a higher proportion of leisure travellers – dictate a decrease in yields.
Although Air Canada has ceased offering capacity guidance, most of its planned expansion of supply in 2016 is pegged for international markets as it works to craft a global network that rivals that of its large North American peers. Perhaps to reassure investors that it is prepared to act rationally if conditions suddenly worsen, Air Canada is stressing the flexibility it retains to adjust its fleet and redeploy capacity from underperforming markets to other regions of its network.
Air Canada is making a solid push in the US transborder market in 2016, as it works to leverage sixth freedom traffic from its growing international long haul operations. The expansion involves new routes, the re-launch of other markets, and also service to hubs of Air Canada’s Star Alliance partner United Airlines.
The airline’s sixth freedom strategy has been a mainstay of its business plan for a number of years, after Air Canada valued that traffic at several million dollars. It is working to position its hubs as attractive transit points from US destinations that do not have direct access to markets in Asia and Europe.
Air Canada believes that given the solid projections for the US economy, its latest transborder push should be successful. The airline is the lone operator in many of the new markets, providing an opportunity for Air Canada to continue to grow its annual sixth freedom traffic flows.
Delta Air Lines and Virgin Atlantic continue to steadily grow their trans-Atlantic joint venture with the expansion of markets outside the more competitive routes of London Heathrow to New York and Los Angeles. With the feed both airlines bring to the partnership, routes that would be unviable on a standalone basis are becoming promising.
The latest addition is a new service from Delta’s smaller Salt Lake City hub to London Heathrow to be launched during the summer travel season in 2016. Delta is also launching new service from JFK to Edinburgh in conjunction with Virgin Atlantic during that time, resulting in new competition to American Airlines.
Delta and Virgin Atlantic have quickly leveraged Virgin’s strong position at Heathrow to create an expansive trans-Atlantic network between the US and London, enabling the two carriers to close the gap with market leaders American and British Airways. At a bit more than a year and a half old, the joint venture is still in its early stages. But the rapid network changes initiated by Delta and Virgin Atlantic show the airlines are working to quickly spool up to the desired level of maturity for their tie-up.
Legal wrangling among the City of Dallas, Southwest Airlines and Delta Air Lines has intensified ahead of a 6-Jul-2015 expiration date on leases for gates that Delta uses at the airport. The amped up legal activity shows that there is no shortage of controversy in the consolidated, and mostly mature, US market.
In a complex web of leases and subleases, Delta is leasing gates Southwest is sub-letting from United. Southwest and United negotiated a lease agreement for two gates in early 2015, and Southwest has allowed Delta to use gate space until early Jul-2015. The two airlines are now trading legal barbs, with Delta refusing to vacate the space and Southwest accusing Delta of trespassing after the upcoming deadline.
The city of Dallas has sought clarification from a US District Court in how to proceed in the Southwest-Delta dispute while the US DoT is backing Delta. Both airlines, meanwhile, have sold tickets for travel beyond the Jul-2015 deadline, seemingly disregarding the operational nightmare it could create at the airport.
Southwest Airlines’ growth from Dallas Love Field is continuing unabated during 2015, reflected in estimates that it will serve 50 destinations from the airport with 180 daily departures in Aug-2015.
The growth will no doubt continue to pressure other airlines operating in the Dallas market at least throughout 2015. Both American and Spirit Airlines, which operate from Dallas/Fort Worth, have cited pricing actions in the Dallas market as a factor driving down unit revenue growth during 1Q2015. American operates from DFW to nearly every market that Southwest has introduced or is adding from Love Field, which will result in some promotional pricing pressure continuing throughout most of the year.
It is tough to say when things will return to normal in the Dallas market. American has indicated that the dynamics could normalise in 2016; but it could take a bit longer for the capacity introduced by Southwest to be absorbed.
San Diego International Airport capped off a solid 2014 with roughly 5.9% passenger growth, buoyed in part by long-haul flights to Tokyo and continued expansion by the facility’s largest airline, Southwest Airlines.
It is welcome growth for an airport attempting to attract new international offerings with a finite amount of space and operational constraints stemming from the location of the airport’s single runway.
After failed attempts in the middle of the last decade to relocate the airport to an area that would support potentially substantial economic growth for the community, San Diego finds itself working to maximise the offerings of its existing footprint through a two phase expansion to increase passenger throughput. The constraints place San Diego in an unenviable position as it competes to capture international service, but it is having some wins.