Sydney Kingsford Smith Airport
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- 10 Arrivals Court
Sydney International Airport
- Domestic | International
- Airport Type
- Other airports serving Sydney
- Sydney Bankstown Airport
Sydney Camden Airport
- 2530m x 45m
3962m x 45m
2438m x 45m
- Airlines currently operating to this airport with scheduled services
- Air Canada
Air New Zealand
Cebu Pacific Air
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
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Ground Handlers and Cargo Handlers servicing Sydney Kingsford Smith Airport
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2,199 total articles
155 total articles
Australia domestic airline market outlook: Qantas Group reins in capacity as Virgin continues growth
Throughout the global financial crisis, Australia's domestic market defied global aviation trends. Although LCCs made inroads and grew the market, short-haul corporate travel – mostly in premium cabins – remained strong. A domestic market serving 20-odd million people produced profits in excess of AUD1 billion. More recently those profits were slashed during a capacity war between Virgin Australia, seeking a larger position in the market, and Qantas, which fought to defend its position.
Qantas applied the capacity brakes in the first half of fiscal 2015, removing seats across both Qantas and Jetstar for the first time since the capacity growth spurt. Capacity forecasts show the group continuing to remove capacity in 2H2015. Qantas is forecast to end FY2015 with a 3.5% reduction in domestic ASKs and Jetstar a 2.3% reduction. The smaller Virgin Australia will meanwhile grow 2.2% and its smaller LCC unit Tigerair will grow 8.9%.
After Qantas' international division posted a profit for the six months to 31-Dec-2014, the division's first positive result since the Global Financial Crisis, the division needs to move from profit to sustainability and delivering returns. But Qantas is now considering international expansion after many years of reductions. A flight to Tokyo has been added, seasonal services to Vancouver have returned, there are supplementary long-haul services and Perth-Singapore may even be re-opened. Reports suggest a return to Sydney-San Francisco is even possible.
“We continue to operate below our full potential,” Qantas reported in a recent government submission. But as Qantas considers international growth, it confronts a markedly different international environment. Qantas argues that Australia viewed it as “expendable” and gave away international traffic rights without receiving enough in return. Qantas seeks to slow liberalisation under the justification of enforcing Australia’s legal duty to support a local aviation industry. This is effectively a mask for protectionism, begging the question: what is the value of a local aviation industry?
China Southern Airlines nearing target of 55x flights to Australia/NZ, continuing international push
Chinese aviation often features "light switch" developments: the sector can fumble along and then suddenly, as if a switch is flicked, change mindset to an ambitious target and work tirelessly to achieve it. Such was China Southern's 2010 plan to focus on Australia/New Zealand. After having not even a daily service to Sydney, the relatively unknown Guangzhou-based airline is to have 55 weekly flights in 2015. And China Southern now looks likely to achieve the goal as the airline will 53 weekly flights to the region beginning in mid-2015. Increases over the busier holiday season could tip it past the 55 mark threshold.
The next challenge will inevitably be sustainability. China Southern's Australia/New Zealand capacity fluctuates more than other major Asian airlines, with its strong outbound-China market having sharp peak and off-peak seasons. Operating a full year of 55 weekly flights may be some years away. But there is no doubt the aviation and tourism markets are forever changed, with more to come. Not so long ago China was a small blip for Australia but now there are services from the Big 3 as well as two smaller carriers, along with a proposed JV between Qantas and China Eastern as well as Air New Zealand and Air China, developments hardly on the radar a few years ago. China Southern's international push – in Australia and beyond – has pushed international capacity growth from 19% to 31% of ASKs.
Xiamen Airlines will be China's sixth airline to fly long-haul when it commences Xiamen-Amsterdam service as early as Jul-2015 using its new fleet of 787 Dreamliners. By the end of 2015, Xiamen Airlines expects to launch a four times weekly Xiamen-Sydney service. There could be later expansion to the US, but the longer flight length will be challenging.
Meanwhile, Sichuan Airlines is China's other new airline to fly long-haul. Services to Vancouver, Melbourne and Sydney will be followed by four times a week charter service Chengdu-Moscow with an A330.
Long-haul is a much smaller component of traffic than domestic flights for China's airlines, and this is especially true at secondary airlines like Xiamen and Sichuan, which have limited long-haul plans. No other Chinese airline already has or publicly intends to have widebody aircraft, but another long-haul Chinese carrier cannot be far away.
A significant expansion in air traffic rights for Chinese airlines to Australia saw their stock prices jump 3-5%. Ironically, the growth made available from this agreement may mostly be unprofitable, at least in the short term. This explains why China is pursuing gradual liberalisation and not the open skies Australia wants. There is no doubt which group of airlines gain the most: it is the Chinese carriers, who already account for 92% of Australia-China non-stop seat capacity. Qantas, the only Australian airline to operate non-stop, is at 8%.
But Australia is still very much the winner in the bigger picture. Chinese visitor numbers to Australia in the first nine months of 2014 were up 13.4%, and overall volumes more than doubled between 2009 and 2013. As with other destinations in the region, Chinese are quickly becoming a key source market. For Sydney Airport, Chinese passengers account for half of its international growth while at Melbourne Airport China is its largest long-haul market. The expanded agreement is already bearing fruit with capacity additions from Air China and China Eastern as well as a new service from Xiamen Airlines to Sydney expected to be launched before the end of 2015.
Singapore Airlines long-haul low-cost subsidiary Scoot has begun the long anticipated transition from 777s to more efficient 787s. Scoot took delivery of its first of 20 787s on 31-Jan-2015 and plans to place the aircraft into service on 5-Feb-2014.
Scoot is planning a rapid fleet transition which will see all six of its 777-200s phased out by the end of 3Q2015. The airline also plans to launch several new routes as its fleet expands to 10 aircraft, a mix of 375-seat 787-9s and 335-seat 787-8s, by Apr-2016.
The 787 is important, but not the only, component of a long-term business plan that Scoot needs to implement to reach profitability. Partnerships are also crucial for unlocking growth as currently less than 5% of Scoot passengers connect to other airlines.