Sydney Kingsford Smith Airport
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Sydney International Airport
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- Sydney Bankstown Airport
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3962m x 45m
2438m x 45m
- Airlines currently operating to this airport with scheduled services
- Air Canada
Air New Zealand
China Eastern Airlines
China Southern Airlines
Delta Air Lines
Polar Air Cargo
Regional Express (Rex)
Tasman Cargo Airlines
- Airlines currently operating to this airport via codeshare
- Aegean Airlines
Air Tahiti Nui
CSA Czech Airlines
KLM Royal Dutch Airlines
South African Airways
Virgin Atlantic Airways
Formally known as Kingsford Smith Airport, Sydney Airport serves Australia's largest city, Sydney. Hosting domestic, regional and international passenger and cargo services for over 35 airlines, the airport is a major hub for airlines including Qantas, Virgin Australia, Jetstar, QantasLink and Rex. The airport is operated by Sydney Airport Corporation.
Location of Sydney Kingsford Smith Airport, Australia
Sydney Airport share price
Ground Handlers and Cargo Handlers servicing Sydney Kingsford Smith Airport
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2,328 total articles
162 total articles
Malaysia Airline (MAS) is cutting capacity to Australia by over 40% in Aug-2015 as it drops Brisbane and reduces capacity to Adelaide, Melbourne, Perth and Sydney. But Australia remains an important market for MAS and the flag carrier will remain one of Australia’s 10 largest foreign airlines.
The reductions are sensible as for the most part they simply reverse earlier expansion that was overambitious and unsustainable. MAS does risk leaving an opening for competitors, particularly Malaysian rival AirAsia X, but in the current challenging phase of its history it cannot be worried about market share.
This is Part 1 in a series of reports on MAS capacity cuts and the potential impact on the Malaysian and broader Asian markets.
This report focuses on Australia, where the upcoming MAS cuts follow significant capacity reductions made in early 2015 by AirAsia X.
China Southern Airlines exceeds 55x flights target to Australia/NZ. Competition regulators query JVs
Mission accomplished: China Southern Airlines is already surpassing its goal of having 55 weekly flights to Australia and New Zealand by the end of 2015. From about 25 weekly flights in 2011, China Southern in Dec-2015 will have 65 weekly flights. This includes three daily flights – one on an A380 – to Sydney, a frequency that compares to Cathay Pacific’s four and Singapore Airlines’ average 4.5.
Competitors are responding with a series of JVs that await regulatory approval. Qantas-China Eastern received a draft rejection while Air New Zealand-Air China awaits approval and Air New Zealand-Cathay Pacific needs re-authorisation. The Qantas-China Eastern initial rejection appears misguided while New Zealand stakeholders are questioning the benefits of the Air NZ-Cathay alliance in a market that where capacity has decreased by 18% while the Air NZ-Singapore Airlines alliance has grown capacity by 20%.
It might appear lines in the market have been drawn, but it is still early days. China Southern’s achievement in the market is only its first. The question is what its next goal is, and the answer is being kept closely guarded.
For Hong Kong Airlines, operating in the shadow of one of the world's largest network carriers means having to be nimble and run its business differently. Hong Kong Airlines has ridden mainland China's international surge to regional Asia and the airline, turning nine in November, is preparing to grow long haul, which will provide critical reductions in its cost base. Australia is the immediate opportunity but will likely be tested with charters over an initial period to secondary cities, where Australia offers open skies. It cannot serve the main cities as Cathay uses Hong Kong's full traffic right allocation there. Hong Kong Airlines' challenge across its network – and one day to India and North America, it hopes – will be to find enough niche opportunities.
Having partners outside the HNA group will be critical and also a sensible strategy given the large non-oneworld capacity at Hong Kong airport. A possible re-branding could help improve awareness and market reception while an IT switch could give it more control over its business. Hong Kong Airlines will need to be bolder and a first-mover. It is considering flexible European-style business class and, like Cathay, putting economy seats into the first zone of A330s, currently used only by business class seats. Hong Kong Airlines sees Cathay's and SIA's premium strategies unsustainable given weak returns. Hong Kong Airlines must find the middle ground in the market while also not stepping on its growing LCC, HK Express.
Partnerships have been an important part of South African Airways' long-haul restructuring and will continue to shape changes as SAA seeks to bring its long-haul network to profitability. A joint venture with Cathay Pacific covering the Hong Kong-Johannesburg route is the likely next step.
A strategic solution for Hong Kong has been outstanding since SAA cancelled its Beijing service and dropped Mumbai as part of a partnership with Etihad Airways. In addition to its new Etihad partnership, SAA is looking to grow its pre-existing partnership with Emirates but denies reports Emirates was going to buy a stake in SAA.
SAA also wants better access to Sydney, and has considered various options to place its metal in Australia's largest city but would prefer to find a partnership with Qantas that regulators will approve. Expected regulatory rejection prompted Qantas to end a 14-year codeshare with SAA in early 2014.
The Sydney second airport will be one of the biggest and most important pieces of infrastructure to be added to the Australian transportation network this century. But where does the project stand, and what will be its impact on the existing Sydney Airport and the wider national aviation system?
A comprehensive update on the status of the Sydney Second Airport, the planned facilities (aviation and ground transportation) and market prospects will be provided by the Deputy Secretary of the Australian Department of Infrastructure and Regional Development, Andrew Wilson, at the CAPA Airport Innovation Summit in Sydney on 03-Aug-2016.
This full day of key airport issues and top level speakers forms part of CAPA's Australia Pacific Aviation Summit 2015, from 3-5 August.
American Airlines has returned to the South Pacific after two decades of absence. In doing so within a tight and longstanding partnership, Qantas, the resurgent Australian flag carrier has firmly set out to re-establish itself as a significant international force.
The South Pacific corridor between North America and Australia/New Zealand long appeared an anachronism. After a flurry of US airline entry in the early 1990s, the US-Australia market became limited in direct competition and large intermediary hubs. The 2008 open skies agreement allowed the entry of Delta and then-V Australia (now Virgin Australia), but they quickly paired up to challenge larger rivals Qantas, United and Air New Zealand. Despite the latter two being members of Star Alliance, Air NZ and United were effectively competitors while Qantas plied the route on its own. Elsewhere, global alliances came to define the trans-Atlantic, North Pacific and EU-Japan markets.
Now the South Pacific too will be defined by partnerships. American Airlines will launch Los Angeles-Sydney service in Dec-2015 after years of relying on Qantas to feed AA's domestic network. There will now be pressure on Air New Zealand and United to look for synergies (or more) while the small position of Virgin Australia and Delta will surely be squeezed. American was previously rumoured to be considering direct services to New Zealand, and has again revived that potential by suggesting that may be next on the list. The competitive balance overall will inevitably be defined by the way the respective partners (or potential partners) proceed from here.