Atlanta Hartsfield-Jackson International Airport
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- Fulton County Airport
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3048m x 46m
2744m x 46m
2743m x 46m
- Airlines currently operating to this airport with scheduled services
- ABX Air
Cargolux Airlines International
Delta Air Lines
KLM Royal Dutch Airlines
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- Aer Lingus
All Nippon Airways
China Eastern Airlines
China Southern Airlines
CSA Czech Airlines
LOT Polish Airlines
South African Airways
Virgin Atlantic Airways
Hartsfield-Jackson Atlanta International Airport is one of the world's busiest airports by passenger traffic and aircraft movements. The airport handles almost 90 million passengers per year, and has direct connections to cities across the US and international service to North America, South America, Central America, Europe, Asia, and Africa. The principle airport serving the US state of Georgia and its largest city Atlanta, Hartsfield-Jackson is the primary hub for Delta Air Lines and AirTran and hosts passenger and cargo traffic from over 30 regional and international airlines.
Location of Atlanta Hartsfield-Jackson International Airport, United States
Ground Handlers servicing Atlanta Hartsfield-Jackson International Airport
476 total articles
Hartsfield-Jackson Airport to enter next phase of inbound roadway improvement project on 05-Dec-2013
48 total articles
Similar to US carriers Delta and US Airways, Southwest Airlines recorded a strong financial performance in 3Q2013, driven partly by its ability to raise fares as well as some relief in unit cost pressure. The carrier remains optimistic about 4Q2013 even as it faces some headwinds stemming from the US Government shutdown and the sliding of busy travel days for the US Thanksgiving holiday from Nov-2013 to Dec-2013.
Southwest reaches a milestone in Nov-2013 when its de-hubbing of Atlanta takes full effect. By Apr-2014 Southwest and AirTran will deploy 160 daily flights from the largest US airport in terms of passenger enplanements. At that time Atlanta will be roughly the same size in terms of departures as Houston Hobby or Phoenix – two of Southwest’s top markets. But it will pale in comparison to Chicago Midway, which currently has roughly 253 daily departures.
Southwest’s management has concluded that Atlanta was a “challenge” for AirTran prior to the carrier's acquisition by Southwest and the de-hubbing should produce improvements in bolstering traffic in the local market from the airport. Carrier executives are also stressing the company’s shrinking footprint in Atlanta should not be interpreted as the airport’s value diminishing in the combined Southwest-AirTran network.
Korean Air seeks new markets after betting the house on N America, seemingly without SkyTeam support
Korean Air in Sep-2013 deployed its A380 to Atlanta, making the city the third in North America to see Korean Air's A380 service. Like fellow SkyTeam member, Air France, Korean is focussing much of its A380 attention on US points - as befits Korean Air's status as the largest Asian airline in North America, despite its population of only 50 million.
But Korean Air is realising this position comes with the corollary of heavy exposure to the North American market. Some 36% of its ASKs are on North American routes, a single market proportion that no other Asian carrier applies.
Airlines are looking to reduce risk more than ever, and Korean Air is no different: the carrier is looking for new markets it can build with time to diversify itself away from North America. Yet North America will not lose prominence anytime soon for Korean Air. This is partially due to North America's strength but also Korean Air's weakness so far in finding new markets. It has entered Nairobi and purchased CSA Czech Airlines, both moves that will need considerable time to mature. Korean Air has broken Asian airline inertia and is thinking creatively – in some areas, at least – but now needs to bed down the strategy.
The timing of Frontier Airlines’ parent Republic Airways Holdings disclosing that it had reached a non-binding deal in its long-awaited sale of Frontier followed by an announcement by Spirit Airlines that Indigo Partners was divesting its stake in the carrier, fuelled intense speculation that Indigo’s head Bill Franke was circling around Frontier. Mr Franke also resigned as chairman of Spirit’s board of directors.
It would seem logical for Mr Franke to make a move to purchase Frontier given Indigo’s ties to low-cost carriers Volaris, Wizz Air, Avianova and Tiger Airways. But the unfolding events pose an interesting question as to whether the mature US market really needs another ultra low-cost carrier (ULCC), and if Frontier can successfully transform itself into a true no-frills carrier based in Denver. Mr Franke, a shrewd operator, may think so.
Southwest Airlines continues to refine the combined operations it has with AirTran in Atlanta as part of its overall strategy to put less emphasis on Atlanta as a connection point and more focus on creating a rolling schedule in the market that is more reflective of its other top focus cities.
All of the efforts that are designed to reach fruition in Nov-2013 are being undertaken to improve the overall performance of Atlanta in the combined AirTran-Southwest network as the integration of the two carriers continues.
But in the short-term Southwest is battling some revenue weakness as unit revenues during 1Q2013 increased just roughly 2% and fell 4% to 5% during Apr-2013. Some of the weakness in Apr-2013 resulted from the timing of the Easter holiday and system slowdowns triggered by budget cuts in the US. Moving forward, Southwest believes it should post unit revenue improvements during the last two months of 2Q2013, with the momentum continuing throughout the rest of the year.
Southwest Airlines aims to realise its goal of dismantling AirTran’s hub in Atlanta in Nov-2013 as a means to bolster local passengers at the airport in the hopes of improving Atlanta’s performance. The declaration that Atlanta will officially become a point-to-point operation completes efforts by Southwest to eliminate unprofitable flow-through routes and concentrate on areas where it, along with AirTran, has relative strength.
After completing its acquisition of AirTran in May-2011, Southwest set its sights on network optimisation between the two carriers. The exercise essentially resulted in many small markets being eliminated from AirTran’s network and Southwest’s determination that Atlanta would perform more effectively in the combined network through the adoption of Southwest’s point-to-point route management strategy.
US carriers are facing some weakness in their Latin American performance as significant capacity growth between the two regions appears to be pressuring unit revenue and yields. All three major US network carriers with a robust presence in the market – American, Delta and United – watched their yields plummet during 4Q2012 as they expanded capacity significantly to Latin America year-over-year. The weakness during the last three months of 2012 follows a somewhat lacklustre performance by those airlines during 3Q2012, which could indicate the US-Latin American market is reaching a certain level of maturity.
During 4Q2012 American, Delta and United posted declines in unit revenue and yields on their routes between the US and Latin America. American recorded the greatest decline in unit revenues of 5.4% while United posted the largest slide in yields of 6.5%. Delta and American increased capacity to the region by 9.4% and 8.3%, respectively, while United’s capacity declined slightly by about 1%.
US Airways, which has a marginal presence between the US and South America and the Caribbean (and doesn't break out yield and unit revenue performance by region), recorded a 3% drop in unit revenues in the region. The carrier serves only one market in South America, Rio de Janeiro, and several leisure points in the Caribbean. US Ariways’ new service from its Charlotte hub to Sao Paulo begins in May-2013
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