Sydney Kingsford Smith Airport
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Sydney International Airport
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- 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
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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Fuel & Oil Suppliers servicing Sydney Kingsford Smith Airport
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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.
Cebu Pacific is preparing to launch services to Hawaii by the end of 2015 and is also interested in launching Melbourne if it is able to secure additional traffic rights for Australia. Honolulu and Melbourne would be Cebu’s sixth and seventh long-haul destination, joining four in the Middle East and Sydney.
Cebu Pacific is also planning to start using its A330-300 widebody fleet to operate some of its flights to Hong Kong, Taipei and Tokyo. It currently uses the A330 on one of its daily Singapore flights and plans to add a second widebody frequency on Manila-Singapore, which is already its largest international route.
The new A330 flights will increase the utilisation rate of its widebody fleet, which is now low for LCC standards, and drive a 30% surge in total ASKs for 2015. The capacity growth is being achieved despite Cebu Pacific only expanding its fleet by three aircraft in 2015, including a single additional A330 as the carrier has shelved plans for adding two more A330s for a total of eight.
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.