London Gatwick Airport
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- Gatwick Airport
- United Kingdom
- Domestic | International
- Airport Type
- Other airports serving London
- London Biggin Hill Airport
London City Airport
London Heathrow Airport
London Luton Airport
London Stansted Airport
- 2565m x 45m
3316m x 46m
- Airlines currently operating to this airport with scheduled services
- Aegean Airlines
Air Arabia Maroc
Air Europa Lineas Aereas
Aurigny Air Services
Norwegian Air International
Norwegian Air Shuttle ASA
Royal Air Maroc
Thomas Cook Airlines
Ukraine International Airlines
Virgin Atlantic Airways
- Airlines currently operating to this airport via codeshare
CSA Czech Airlines
Delta Air Lines
London Gatwick is the second busiest airport in the United Kingdom. Hosting regional and international passenger and cargo services for over 30 airlines, London Gatwick is a hub for airlines including Aer Lingus, British Airways, easyJet, Flybe, Monarch Airlines, Thomas Cook Airlines, Thomson Airways and Virgin Atlantic Airways. London Gatwick is the busiest single-runway airport in the world.
Formerly owned by BAA, London Gatwick Airport is operated by Gatwick Airport Ltd. Gatwick is wholly-owned by Ivy Bidco Limited (Ivy), a company formed to undertake the acquisition of Gatwick. Ivy is ultimately controlled by funds managed by Global Infrastructure Management, LLC, part of Global Infrastructure Partners (GIP). GIP, a USD5.6 billion independent investment fund, invests worldwide in infrastructure assets. It targets investments in air transport infrastructure, ports, freight rail, power and utilities, natural resources infrastructure, water distribution and treatment, and waste management.
Location of London Gatwick Airport, United Kingdom
Ground Handlers and Cargo Handlers servicing London Gatwick Airport
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Fuel & Oil Suppliers servicing London Gatwick Airport
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2,900 total articles
143 total articles
Norwegian Air has attempted again to gain DoT approval. Norwegian Air Shuttle's long haul operations, which were launched in 2013 and struggled through 2014, are now flourishing. Routes to the US from London Gatwick, outside the airline's home market, have been added to its Scandinavian-based long haul operation.
However, the long haul network is lopsided, with Bangkok the only destination that is not across the Atlantic. The background is complicated, but this is in large measure due to the imbalance in traffic rights available to it as a Norwegian operator in an EU country. It has waited for more than two years to receive a US foreign carrier permit for its Irish subsidiary, Norwegian Air International, but has been met with intransigence from the US Department of Transportation.
Ever innovative, Norwegian is now having another go, making an application for a US permit with another new subsidiary, Norwegian Air UK, in Dec-2015. Predictably, labour organisations and Norwegian's main Scandinavian competitor SAS have already raised objections to this latest (inevitably legitimate) attempt to operate within the EU-US open skies agreement. The Department of Transportation must not allow itself again to be hijacked by anti-competitive factions.
Canada’s second largest airline WestJet is starting 2016 by battling undervaluation by the market while still enjoying its stature as one of the few airlines globally to hold investment grade status. The dive in WestJet’s stock price is driven by trepidation over the airline’s planned growth. During 2016, its capacity expansion could reach 11%, well above Canada’s projected GDP growth of 1.7%.
Investors also seem jittery about WestJet’s planned long haul expansion to London Gatwick with Boeing 767 widebodies given the existing capacity in the market. Rival Air Canada has responded by adding new service to Gatwick on its low cost subsidiary rouge. WestJet seems undeterred by the added competition, and stresses its long haul experiment with four widebody aircraft is a low risk proposition.
The airline is also touting flexibility to scale down its growth projections should conditions worsen. But for now WestJet believes its expansion in 2016 is warranted given its strong financial position and numerous quarters of profitability. For now, the company sees no reason to scale back its ambitions.
In a changing aviation world, as specificity and pragmatism become the norm for partnerships, every relationship is being reevaluated. Part of this is due to altered market dynamics, part to new aircraft types making thinner routes viable.
British Airways and Qantas moved to a different relationship when Qantas decided it needed to partner with Emirates; and now another of aviation’s old world partnerships, British Airways and Cathay Pacific, is showing signs of strain as Cathay reinforces its European network and BA seeks better access in mainland China.
For decades the airlines have used two of world’s pre-eminent hubs – at London Heathrow and Hong Kong – to transfer passengers beyond. While the relationship continues, it is having to evolve in order to meet the pressures of the new world.
Cathay has needed BA’s short haul Heathrow feed to sustain about two of its five London flights (a sixth will be added in Sep-2016 with a new London Gatwick A350 service) while BA has unsuccessfully sought Cathay’s access to other Asian markets, in particular mainland China, and Australia. Cathay has grown its online presence in Europe from six cities in 2010 to 10 in Sep-2016. More Hong Kong-Europe non-stops will open as the A350 fleet grows. Local partnerships, albeit small, are following in many ports.
BA’s mainland China presence is a strategic imperative, and Cathay is blocking favourable connecting flights. Instead BA is looking to grow its online China network and partner with a Chinese carrier; China Eastern and China Southern are the obvious picks. In tandem with this, British Airways is adding a second Shanghai flight using peak London Heathrow slots.
Although Air Canada is one of the most venerable brands in North American aviation, its executives stress the airline remains in the midst of a business transformation with a major focus on strategic long haul expansion, reflected by significant growth in international markets during 2015 that is continuing full force into 2016.
The company still trades below most of its full service North American peers, and Air Canada executives attribute part of the weaker valuation to markets adopting a “wait and see” approach to the company’s current expansion strategy.
In the meantime, Air Canada remains focused on strengthening its balance sheet in order to gain favourable aircraft financing. It has a steady stream of 787 deliveries scheduled for the next couple of years before its 61 Boeing 737 Max aircraft begin delivery in 2018.
Garuda Indonesia has again shelved plans to launch new destinations in continental Europe but has secured slots at London Heathrow to replace London Gatwick. Frankfurt and Paris have been put on the backburner and capacity to Garuda’s two main medium haul markets, Australia and Japan, will remain at relatively modest levels after large cuts were implemented in early 2015.
The airline has taken a sensible decision to decelerate growth of its medium/long haul network and as a result has adjusted its business plan to include fewer A330s and fewer new generation widebody aircraft. Scheduled international capacity also has been adjusted by allocating a larger portion of its widebody fleet to Saudi Arabia charters.
Garuda still plans to add long haul capacity in 2016 as it decouples its two European destinations, London and Amsterdam, but overall international capacity will grow at a significantly slower pace than initially planned. Garuda launched London Gatwick in Sep-2014 as a tag to Amsterdam and now plans to drop Gatwick in Mar-2016 while launching London Heathrow to Jakarta non-stops. Initially the Heathrow flight is slated to stop in Singapore on the outbound leg but Garuda expects eventually to operate non-stops to London once runway issues at Jakarta are resolved.
Canadian airline WestJet has offered system capacity guidance for 2016 of an additional 8% to 11%, which on the surface may seem ambitious given Canada’s economic climate, and overall global economic uncertainty. But the airline is exuding confidence in its forecast following its financial performance in 2015, after Canada’s economy sank into a recession during the first half of the year.
Perhaps, more importantly, WestJet is assuring that it has levers to pull if demand falters or if Canada’s economic forecast is refined. Those levers include reducing utilisation and decreasing flying during shoulder periods. WestJet is already adjusting its winter schedule for warm weather markets; it experienced capacity pressure on those routes in early 2015.
This should help protect its precious investment grade status. Similar to US airlines, WestJet has also endured decreasing unit revenues in 2015, and is warning that its performance in that metric during 4Q2015 will fall below year-to-date results. Its unit revenue decline for the 9M ending Sep-2015 was 3%.