Salt Lake City International Airport
- CAPA Analysis
- Schedule Analysis
- Route Maps
- Print Summary
- IATA Code
- ICAO Code
- Salt Lake City
- United States
- 3659m x 46m
3658m x 46m
2925m x 46m
1491m x 46m
- Airlines currently operating to this airport with scheduled services
- Alaska Airlines
Delta Air Lines
- Airlines currently operating to this airport via codeshare
- Aer Lingus
Air Tahiti Nui
All Nippon Airways
China Eastern Airlines
China Southern Airlines
KLM Royal Dutch Airlines
Virgin Atlantic Airways
Salt Lake City International Airport is the major gateway to the state of Utah. Hosting domestic, regional and international services for over 10 airlines, the airport is a major hub for Delta Air Lines and Delta Connection/SkyWest Airlines.
Location of Salt Lake City International Airport, United States
Ground Handlers servicing Salt Lake City International Airport
184 total articles
15 total articles
Alaska Air Group began 2014 facing an imbalance of supply at its headquarters and largest base Seattle. It was created by an unlikely but now familiar foe: its largest codeshare partner by revenue Delta Air Lines.
Throughout much of 2013 Delta blatantly touted its build-up in Seattle that includes numerous new flights into key domestic markets served by Alaska. Delta is building Seattle into a major US gateway on the west coast to Asia, and has decided it would rather feed passengers into those long-haul flights on its own metal rather than leverage its long-standing relationship with Alaska.
Alaska continues to field questions about the status of its partnership with Delta and how it intends to compete with a much larger enterprise in Seattle. Alaska believes it is well-equipped to withstand both the competition and the diminished relationship with Delta. One major part of its strategy is a capacity shift to ameliorate the oversupply in Seattle.
Southwest Airlines marks a watershed historical moment in Oct-2014 with the official repeal of the Wright Amendment that has restricted flights from its home at Dallas Love Field for nearly 36 years. The carrier kicked off what could be a year-long celebration in Oct-2013 when it installed a clock at its headquarters officially counting the days, minutes and hours until the restrictions expired.
In early Feb-2014 Southwest revealed 15 non-stop longer-haul routes it plans to inaugurate from Dallas Love Field in late 2014. The markets unsurprisingly comprise some of Southwest’s largest markets in terms of daily departures including Denver, Chicago Midway and Baltimore-Washington. Other markets listed on the roster are strategic business routes including New York LaGuardia and Washington National.
Free from the years-long artificial constraints of the Wright Amendment, Southwest believes it can ignite true competition in North Texas, weakening American’s stronghold on higher fares in the market. But the US airline industry is drastically different today from when Southwest successfully campaigned to demolish the amendment in 2006, and its repeal in 2014 may be more of a unifying force for Southwest employees than a major game changer in the current competitive landscape.
Alaska Air Group finished 4Q2013 and FY2013 on a strong note ahead of a competitive onslaught by Delta at Alaska’s Seattle’s hub reaching a crescendo during 2014. Alaska Airlines grew its profits despite facing a higher level of competitive capacity in many of its markets and having numerous routes within its network in the developmental phase.
At the start of 2014 the canny Alaska appears poised to move on from its diminishing relationship with Delta while possibly exploring new opportunities with American as that carrier becomes entrenched in merger integration.
Overall Alaska is maintaining a positive view for 2014 as demand for the moment seems stable and its financial health is strong. While it seems the competitive network pressure continues unabated in 2014, Alaska believes it is capable of demonstrating its staying power.
After remaining relatively quiet on Delta’s bold moves into key markets from its Seattle hub, Alaska Air Group has opted to try competing elsewhere with Delta through the introduction of four new markets from Delta’s Salt Lake City in Jun-2014.
The move by Alaska is interesting given it has served Salt Lake City for little more than a year after introducing service to Seattle in Apr-2013. While it takes varying timeframes for routes to reach a certain level of maturity, Alaska must be encouraged by the early returns on its performance in Salt Lake City, and feels comfortable expanding into markets where it has ample brand recognition, and in some cases, a solid position of strength.
Even as Alaska’s decision to add service from Salt Lake City seems to be a response to Delta’s latest aggressive moves in Seattle, the expansion also reflects Alaska’s years-long strategy to diversify its route network outside the US Pacific Northwest into more transcontinental and mid-continental markets.
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.
Phoenix Sky Harbor’s hub status in the combined network of American and US Airways raises as much speculation as the fate of Philadelphia, in part based on the premise that its proximity to American’s hubs in Dallas and Los Angeles will render Phoenix obsolete in the network that emerges under the "new" American.
Given Phoenix’s role in the US Airways network as its lowest revenue-generating hub as a result of its larger base of leisure traffic, it could face an uphill battle in emerging as a viable hub once the network optimisation at the merged carrier is complete.
But given LA’s fragmentation and the differing passenger profile of Dallas, Phoenix’s chances of continuing to play a major role in the combined network could prove to be better than expected.