Toronto Pearson International Airport
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- IATA Code
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- Other airports serving Toronto
- Toronto Billy Bishop City Airport
Toronto Hamilton Airport
- 3389m x 61m
2743m x 61m
2956m x 61m
2770m x 61m
3368m x 61m
- Airlines currently operating to this airport with scheduled services
Cubana de Aviacion
Delta Air Lines
KLM Royal Dutch Airlines
LOT Polish Airlines
Pakistan International Airlines
- Airlines currently operating to this airport via codeshare
- Aer Lingus
Air Europa Lineas Aereas
Air New Zealand
All Nippon Airways
China Eastern Airlines
China Southern Airlines
Middle East Airlines
South African Airways
Virgin Atlantic Airways
Toronto Pearson International Airport is the major international gateway to Toronto, Ontario and the busiest airport in Canada. Hosting domestic, regional and international passenger and cargo services for over 40 airlines, the airport is a hub for airlines including Air Canada, Air Canada Jazz, Air Georgian, Air Transat, FedEx Express, Skyservice, Sunwing Airlines and WestJet.
Location of Toronto Pearson International Airport, Canada
Ground Handlers servicing Toronto Pearson International Airport
729 total articles
Air Canada rouge launches Orlando services with frequencies to increase; introduces retrofitted A319
37 total articles
WestJet dips a toe in the trans-Atlantic market with Dublin service; any prospective partners there?
WestJet’s decision to use St John’s as a launching pad for a conservative experiment in assessing the potential for trans-Atlantic service is not a huge threat to Air Canada yet. But it does put WestJet’s larger rival on notice that even as Air Canada’s fortunes look to be improving, WestJet does not have any intention of leaving any potential sources of revenue on the table, including trans-Atlantic routes where it can effectively deploy its Boeing 737 narrowbodies.
In some ways WestJet’s move is not surprising given that the carrier has previously hinted at international market expansion beyond the transborder and Caribbean and Latin American markets it serves. But as the carrier has previously stressed, any move into a widebody aircraft operation is at least five years off as its immediate focus is on ensuring the successful launch of its regional carrier Encore and continuing to optimise its network.
The carrier is, however, opting to engage in an exercise to learn more about the trans-Atlantic market while juggling the addition of several new elements to its business – Encore, new fare bundles centred on a premium economy product and its continuous quest to expand its business passenger base. It also helps make potential European partners aware that there is another Canadian airline bidding for expansion.
WestJet beat previous estimates of unit cost reductions in 3Q2013, but overall the quarter was paradoxical for the carrier as yields and unit revenues continued to be pressured by high capacity growth; however, at the same time the airline is pleased with one of the main drivers of the capacity increase, the launch of its regional carrier Encore.
After unit revenues fell nearly 5% in 2Q2013 and almost 4% in 3Q2013, WestJet foresees flat unit revenue growth during 4Q2013 and is declining to offer guidance for FY2014 even as unit costs could grow by 1% during that same time period.
The carrier has undertaken numerous significant projects during 2013 in addition to the launch of a new airline – most notably the introduction of a premium economy section on its Boeing 737 narrowbodies and fare bundling options. At the same time WestJet now believes it will deliver on a CAD100 million (USD96 million) cost-cutting scheme a year early, by the end of 2014. Presumably all of those initiatives will pay off in the long term, but in the short term WestJet may continue to face pressure in some key financial metrics.
Air Canada’s low-cost carrier Rouge is ratcheting up service to leisure destinations in Europe during the 2014 summer high season, which should prove a definitive test for the carrier’s theory that a low cost operation on routes producing softer yields is the correct equation to turn profits.
The growth and operation of Air Canada Rouge to a possible fleet of 50 aircraft is a strategic pillar of the company’s efforts to cut its unit costs by 15% – quite a formidable goal. Similar to Rouge’s initial roll-out of service from Toronto to Athens, Edinburgh and Venice and from Montreal to Athens, most of Rouge’s planned route expansion during 2014 is into markets that have been served by Air Transat during the high season. With just a few months of operations under its belt, no clear-cut conclusions can be made about Rouge’s future or the total effects on Air Transat, but Air Canada appears to be throwing down the competitive gauntlet, noting that it is now in a much better position to compete on those routes.
Air Canada is planning to issue a request for proposal (RFP) to regional operators for certain transborder routes, presumably operated by its long-time partner Jazz. The plans come at a time the carrier has declared an aggressive unit cost reduction of 15% and works to improve its transborder performance that has been plagued during the past couple of years by overcapacity and pricing pressure.
But the move by Canada’s largest carrier also reflects its continuing efforts to diversify its regional aircraft operating platform as a means to keep costs in check. For Jazz and other regional carriers, the move illustrates the now established and permanent trend of an ever-shrinking pool of North American regional carriers whose heyday from the late 1990s to the mid-2000s is now just a fading memory.
Roughly three months after the highly anticipated launch of its new regional subsidiary Encore, Canada’s WestJet has concluded the carrier is performing beyond initial expectations. As Encore marches toward a fleet of seven Bombardier Q400 turboprops by YE2013, future deliveries are likely to be pegged for central Canada using Toronto as a base.
During the early days WestJet has not strayed from its stated strategy with Encore – connecting small Canadian markets that are too thin for Boeing 737 narrowbodies.
WestJet is also making moves to build fleet flexibility in the coming years to support a range of annual growth from one percent to seven percent. That should allay some recent concerns that WestJet is in danger of introducing too much capacity which may not be absorbed.
After warning earlier this year that its yields would continue to be under pressure during 2Q2013, Air Canada managed to grow yields by 1.5% and record a solid financial performance for the quarter.
Overall 2013 has been much calmer for the carrier as volatile labour negotiations during 2012 led to work slowdowns that weakened its results for the first half of that year. The closure of its main maintenance provider Aveos also took its toll on Air Canada’s finances during 1H2012 when its losses widened from CAD241 million to CAD306 million year-on-year.
After recording a loss during 1Q2013 and a 1% decline in yields, Air Canada gained some traction in 2Q2013, posting an adjusted profit CAD115 million and shrinking 1H2013 losses year-on-year from CAD169 million (USD162 million) to CAD29 million (USD28 million).
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