Houston George Bush Intercontinental Airport
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- United States
- Other airports serving Houston
- Houston Hobby Airport
- 3658m x 46m
3048m x 46m
3048m x 46m
2866m 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
- Airlines currently operating to this airport via codeshare
- Aer Lingus
Air New Zealand
Air Tahiti Nui
All Nippon Airways
LOT Polish Airlines
South African Airways
George Bush International Airport is the principle international gateway to Houston, Texas. A business and demographic centre, Houston George Bush hosts domestic and international passenger and cargo services for over 30 airlines, George Bush International Airport is a major hub for Continental Airlines.
Location of Houston George Bush Intercontinental Airport, United States
Ground Handlers servicing Houston George Bush Intercontinental Airport
462 total articles
33 total articles
A beleaguered United Airlines has outlined ambitious goals for its investors that entails an annual cost cutting scheme of USD2 billion and a pledge to begin returning cash to shareholders by 2015.
After battling operational, revenue and cost challenges during the last couple of years, United has no choice but to crystallise a plan to improve its performance in the medium term. Its target of rewarding shareholders is likely to be a competitive response to Delta Air Lines, who recently outlined plans to return USD1 billion to its shareholders during the next three years.
Additionally, United believes it can increase pre-tax earnings by two to four times during the next four years. Taken together it is tall order for a company that is still trying to deliver on its merger synergy targets. Now that United has declared those goals, the challenge is to deliver a successful execution, something that sceptics might have a right to be weary of.
Qatar Airways’ has revealed Miami as its sixth US destination. This caps off a raft of planned new service by the three big Gulf carriers in 2014 as each airline – Emirates, Etihad and Qatar – works to increase its presence in the North American market. All are working towards feeding more North American traffic through their hubs in Dubai, Abu Dhabi and Doha and onward to points in Asia, Australasia, Africa and Europe.
The rapid expansion by the three Gulf carriers into the Americas during the past couple of years reflects each airline's respective strategy to ensure they serve all the key global markets. That growth is also accompanied by changing dynamics in the global airline business triggered by the rise of the big three as other major airlines throughout the world have softened their attitudes towards Emirates, Etihad and Qatar and forged partnerships with those airlines to optimise the profitability of their networks. Delta and some other US airlines are exceptions, as Delta strongly resists Etihad's expansion into the US, perhaps fearing that US consumers will discover the much higher level of product offered by the Gulf airlines.
American Airlines’ decision to launch service from its Dallas/Fort Worth hub to Hong Kong and Shanghai is a strategic move to bolster its historically weak positioning in the US-Asia market, and is occurring at a time when some carriers in those markets are enjoying particularly favourable results on their service to North America and are rapidly expanding.
American is also positioning itself to capitalise on the growing demand between Asia and Latin America by funnelling passengers through its largest hub for connections onwards to Central and South America.
The moves by American – which also include axing its service from New York JFK to Tokyo Haneda due to unfavourable operating times – also show a diminished emphasis on Japan as a traditional stop-over as direct services become an imperative to attract and retain high-yielding business passengers.
Etihad Airways has delivered on its pledge to unveil a new US destination, revealing Los Angeles as its fourth market in the country. Once the new service begins in Jun-2014 a new competitive element will be introduced between the Middle East and the US as Etihad’s new service creates new pressure for Emirates. At the same time, Etihad’s codeshare with American will be expanded to cover the new service even as rival Qatar readies to officially joined American-anchored oneworld. For the moment American appears comfortable having two Gulf partners, and does not see the need to cut any of its existing ties as its relationship with Qatar deepens.
Emirates remains the largest carrier operating between the US and the Middle East by a wide margin, but Etihad’s latest move shows that it is working to close the gap. Once Etihad’s new service begins, it will compete with Emirates on three of the four US routes it operates – JFK, Washington Dulles and Los Angeles – with more competition likely to ensue in the not too distant future.
Singapore Airlines (SIA) will have to again rely entirely on one-stop flights to serve the US market after its exclusive all-premium non-stops to Los Angeles and Newark are dropped over the next two months. The carrier will lose a competitive advantage, leaving it to compete with a large group of carriers that also offer one-stop products in the Singapore-Los Angeles and Singapore-New York markets.
SIA’s total capacity in the US market will drop by a projected 16% to about 22,000 weekly seats. As a result SIA stands to lose its status as the fifth largest Asian carrier in the US and drop four places to ninth position.
More significantly, the number of premium seats SIA has in the US market will drop by at least 26%. Economy seats will drop by up to 12% as SIA is expected to mitigate the premium reduction by transitioning its one-stop New York and Los Angeles services from 471-seat A380s to 409-seat A380s.
A year into their historic merger LAN and TAM – now LATAM Airlines Group – are continuing a network optimisation concentrated largely in its Brazilian domestic operations; but tweaks are also occurring in its international services as the company works within the dedicated LATAM operations and with its oneworld partners on network optimisation. At the same time the scale created by the tie-up is allowing LATAM to shed older, less fuel efficient widebodies from the combined fleet.
One subtle shift in LATAM’s North American operations is the ending of a four year stint on flights between its Lima hub and San Francisco in Mar-2014. The move appears to be less about weak performance on the route and more geared towards freeing up some widebodies for operation by TAM as well as perhaps coordinating more closely with LATAM’s oneworld partner American in Los Angeles, which is introducing new service from Los Angeles to Sao Paulo in Nov-2013.
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