Anchorage International Airport
- CAPA Analysis
- Schedule Analysis
- Route Maps
- Print Summary
- IATA Code
- ICAO Code
- United States
- Other airports serving Anchorage
- Elmendorf Air Force Base
- 3531m x 46m
3322m x 46m
3231m x 46m
- Airlines currently operating to this airport with scheduled services
- Air China
Alaska Central Express
China Southern Airlines
Delta Air Lines
Everts Air Cargo
Lynden Air Cargo
Nippon Cargo Airlines
Northern Air Cargo
Polar Air Cargo
- Airlines currently operating to this airport via codeshare
- Air France
KLM Royal Dutch Airlines
Ted Stevens Anchorage International Airport (also known as Anchorage International Airport) is an international airport serving the city of Anchorage in the US state of Alaska. Anchorage is served by all major US airlines, and is an important hub for Alaska Airlines. However, Anchorage is most recognised as a major air cargo hub - indeed it is among the world's largest cargo airports. Anchorage is strategically located on the shortest routing between many points in North American and Asia, and due to the lower range capabilities of most cargo aircraft, it has become an important cargo transit facility. FedEx and UPS are major operators at Anchorage, which operate cargo service to many Asian destinations. Over 30 cargo airlines from around the world operate to Anchorage.
Location of Anchorage International Airport, United States
Ground Handlers servicing Anchorage International Airport
105 total articles
10 total articles
Pressure by Delta Air Lines on Alaska Airlines in Seattle continues through service additions on routes where Alaska is the dominant or lone carrier – Vancouver and Fairbanks, Alaska. The latest moves underscore Delta’s build-out of Seattle during the last year to solidify connecting traffic for its gateway to the Pacific, and the now familiar increasing competition with its long-term partner Alaska Airlines.
Alaska is all too aware of Delta’s encroachment, evidenced by the recent acknowledgement of Alaska’s management that the two carriers have no plans to codeshare on Delta’s recently announced spate of new US domestic north-south markets from Seattle to feed the legacy carrier’s expanding international network from Tacoma International Airport.
As it works to add service to six of Alaska’s top 10 domestic markets from Seattle by Sep-2014, Delta during the next year also plans to compete with Alaska by launching service from Vancouver to feed its international operations in Seattle. The new service not only continues to heighten tension with Alaska, but also adds a new layer of competitive dynamics to carriers offering service to Asia from Vancouver, which is just 204km north of Seattle.
As Delta Air Lines continues a seemingly open attack on its partner Alaska Air Group at its Seattle hub, Alaska Airlines is stressing that alliances like its long-time pact with Delta are complicated. Its overall message is that it will work with Delta where it is mutually beneficial and compete vigorously as Delta continues its encroachment.
Delta’s latest moves are in two of Alaska’s key north-south markets on the US Pacific west coat – Portland and Seattle. Ironically, Delta seems to be practicing what Alaska executives recently stressed to analysts – removing emotion from evolving competitive dynamics. As Delta continues its moves into Alaska’s markets unabated, it certainly is showing no emotion as Seattle continues to rise in prominence in Delta’s domestic and international network.
Just how the current competitive build-up by Delta in Alaska’s markets will affect their long-term relationship is uncertain. But in the meantime Alaska continues to post financial results that are among the best in the US industry, which means that it has a strong foundation from which to defend itself.
Typically low-key Alaska Air Group has opted to aggressively promote its plans to issue a healthy USD0.20 quarterly dividend that supports a pledge by the company to return roughly USD325 million to shareholders between 2013 and 2014. Alaska’s impressive financial performance has largely been undervalued by the financial community at large as some of the carrier’s growth targets may have spooked would-be investors that view capacity discipline as a key driver in the long-term viability of US carriers in the maturing North American market place.
At the same time it revealed its shareholder reward package, Alaska’s management also moved to allay concerns about its proposed 4% to 8% annual growth rate during the next few years, explaining moves it is making in Hawaii and the US transcontinental market to improve its unit revenue performance, which executives admit have lagged the industry average for the last two quarters.
Alaska Air Group is warning that it faces a challenging 2Q2013 as the maturing of new transcontinental routes and competitive capacity pressures in its markets to the state of Alaska are creating pressure on yields even as demand remains strong.
Some of the steps Alaska has taken to rationalise its capacity between the US mainland and Hawaii as a means to improve its performance in those markets is being diluted by several carriers making a push into the state of Alaska during the summer high season in the northern hemisphere.
Even though the carrier is spooling up new markets and facing increased competition in some of its mature markets, Alaska for the moment is sticking to its higher than industry average capacity growth for 2013 of 7.5%. However, the carrier is not completely wedded to its current expected capacity growth, and is evaluating the possibility of adjusting its supply targets during autumn 2013.
Delta Air Lines continues to leverage the competitive strength it holds over its US legacy peers to flesh out its network and build pockets of strength as United and Continental remain in the throes of their merger integration and American and US Airways lay the groundwork to begin the complex process of combining their respective organisations.
During the last couple of years Delta has used the nimbleness it enjoys versus its legacy domestic competitors to broker equity investments in foreign carriers to build a robust network ahead of the completion of US consolidation. Those investments have moved in tandem with Delta’s bolstering its presence in New York through its slot swap deal with US Airways and its investment in facilities at JFK and LaGuardia airports.
During 2013 Delta is attempting to strengthen its position in the fragmented but strategic Los Angeles market through a 12% boost in daily seats year-over-year from Jul-2012 to Jul-2013.
Virgin America is launching several new routes from its bases in San Francisco and Los Angeles in 1H2013 even as it cuts its annual growth rate from an annual average of 28% during the last three years to the mid-single digits during 2013 and takes delivery of just a single aircraft during the year. The routes are reflective of the airline’s network strategy during the last couple of years that entails inaugurating a mix of business and leisure markets that have ample existing service. Virgin America’s network tactics have been called into question during the last few years as profitability continues to elude the carrier; and it is not certain that the new routes it is introducing in 2013 will bring the airline closer to its first full-year profit.
New routes introduced by the carrier beginning in Apr-2013 and continuing through Jun-2013 are largely well-served by Virgin America’s main rivals United and American along with low-fare carriers JetBlue and Southwest. One of Virgin America’s most interesting moves is its entry into the crowded Los Angeles-San Jose market. It is an interesting experiment for the carrier as San Jose Norman Mineta Airport is just 49km away from its largest base and headquarters in San Francisco, from which Virgin America offers numerous daily flights to Los Angeles. With so many carriers already serving the short-haul market, it is uncertain if Virgin America can steal or stimulate enough traffic on the route to achieve sustained profitability.
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