London Gatwick Airport
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- Gatwick Airport
- United Kingdom
- Domestic | International
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- 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
- Adria Airways
Air Arabia Maroc
Air Europa Lineas Aereas
Aurigny Air Services
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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2,561 total articles
131 total articles
In Part 1 of this CAPA report on Norwegian Air International's application for a US foreign carrier permit, we discussed the policy debate that this has unleashed. We suggested that those opposing NAI were motivated by a desire to raise anti-competitive barriers against a new and more efficient business model.
This second part of our report looks at Norwegian's impact on the incumbents' traffic on its US routes, particularly on the five city pairs where there is at least one direct competitor that is calling on the US Department of Transportation (DOT) to deny NAI's application. Two thirds of Norwegian's US routes, accounting for almost half of its US seats and frequencies, are new markets.
Our analysis of data from OAG Traffic Analyser suggest that, on Norwegian's New York routes from the three Scandinavian capitals, it has both taken traffic from existing participants and stimulated market growth. On London to New York and Los Angeles, its smaller size and a market contraction make its impact less clear, but it is probably also attracting new traffic in addition to starting to take market share.
Now that the industry’s two previously near-autonomous airline categories, LCCs and FSCs, are increasingly feeling the need to connect, the repercussions are being felt at every level, by airports, IT providers, government regulators and more.
Even the global alliances are looking at ways of integrating the new models into their systems. Code sharing, partnering, interlining and simply co-operating are all taking on new levels of significance.
Today, definitions of airports’ roles are being stretched, as self-connection between point to point operations becomes commonplace. Airlines have different needs and airports are responding differently, some more effectively than others. As the role of national airlines is redefined, is there a need to reassess the nature of national connectivity?
This report is based on an article published in May-2015, in CAPA's Airline Leader journal for industry CEOs.
A surprise UK election result augurs well for Heathrow’s runway proposals but poses more questions than answers about Scotland and the English regions
This report attempts to set the 07-May-2015 UK General Election result and its implications for aviation in the UK within the context of the wider administrative, economic and social ramifications of that result, which saw the Conservative Party win a surprise outright victory at the expense of the Labour and Liberal Democrat parties in particular, with the leaders of both of those parties immediately resigning. The result means that the Conservatives, led by David Cameron, will probably be able to govern with a slender overall majority and independent of other parties for another full fixed term of five years though that is not absolutely certain. Meanwhile, in Scotland, which voted as an aspiring independent country might be expected to, the three main ‘English’ parties were annihilated, with almost every seat going to the Scottish Nationalist Party (SNP).
While it is still early days the vote will probably be a much-needed fillip for Heathrow Airport’s hopes of building a third runway while Scotland might consider that starting to build its own unique aviation system as Ireland has done might be better than continuing its support for Heathrow as it edges closer to independence.
Fort Lauderdale International airport capped off a successful 2014 by growing total passenger numbers 4.6% including a 26% jump in international passengers. Five international airlines launched new service to Fort Lauderdale in 2014, reflecting its attractiveness as a reasonably priced airport catering to the South Florida market.
The airport sits in a unique position of being a focus city for a large US hybrid airline, JetBlue, and the headquarters and top base for the country’s largest ULCC Spirit Airlines. Fort Lauderdale also has representation from ULCCs Allegiant and Frontier and counts Southwest Airlines as its second largest airline measured by ASKs deployed.
With overall US domestic demand holding steady, Fort Lauderdale’s prospects for 2015 remain strong, underpinned by a new runway that opened in late 2014 that should both allow for less congestion and future growth. But the airport also faces some challenges with its growth, namely bottlenecks in customs processing.
London City Airport (LCY) reported an increase of 7.7% in passenger numbers to 3.65 million in 2014, its highest ever number and ahead of forecasts according to CEO Declan Collier. The airport attributed the growth to increased business confidence, helping to return business travel to pre-recession levels. Traffic also received a boost from the entry of UK regional airline Flybe just before the start of the winter 2014/2015 schedule at LCY.
Flybe's entry into London City, at a time when CityJet has been reducing capacity, has given a significant boost to domestic capacity and also had an impact on the list of top routes. In the current winter schedule, Amsterdam has been replaced by Dublin as the number one destination by seats, with services now from all three of the airport's biggest airlines (British Airways, CityJet and Flybe).
A number of routes have been cut this winter by airlines at London's most expensive airport (as defined by aeronautical revenue per passenger), although Flybe's entry tips the balance in favour of routes opened. The high cost of operating at the airport will lead to further route churn, but the strategy seems to be working.
On 2-Sep-2014, the UK Airports Commission, which has been examining – seemingly forever - the case for additional runway capacity in the UK, announced that it would not add a proposed new airport at the Isle of Grain in the River Thames estuary to its shortlist.
This leaves just three proposals fighting it out for ultimate recognition in May-2015, by which time the Airports Commission is expected to make its final recommendation: two at London Heathrow and one at London Gatwick.
There is still time for further twists and turns in the saga. But as the moment for the big decision nears it looks as if other, much bigger ones will impact on events before and after the location of an additional runway, or extension of existing ones, is decided.