Amsterdam Schiphol Airport
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- IATA Code
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- Evert van de Beekstraat 202
1118 CP Schiphol
- Domestic | International
- Airport Type
- 2014m x 45m
3500m x 45m
3453m x 45m
3300m x 45m
3800m x 60m
3400m x 45m
- Airlines currently operating to this airport with scheduled services
- Adria Airways
Air Arabia Maroc
Air Europa Lineas Aereas
Arkia Israeli Airlines
Cargolux Airlines International
China Eastern Airlines
China Southern Airlines
Corendon Dutch Airlines
CSA Czech Airlines
Delta Air Lines
KLM Royal Dutch Airlines
LOT Polish Airlines
MNG Airlines Cargo
Nippon Cargo Airlines
Norwegian Air International
Norwegian Air Shuttle ASA
Royal Air Maroc
Silk Way West Airlines
TUI Airlines Netherlands
Ukraine International Airlines
Yangtze River Airlines
- Airlines currently operating to this airport via codeshare
- Aerolineas Argentinas
Air New Zealand
All Nippon Airways
Pakistan International Airlines
South African Airways
Virgin Atlantic Airways
Operated by the Schiphol Group, Amsterdam Schiphol Airport is the main international airport of the Netherlands and one of the largest airports in Europe. Schiphol serves the Randstad metropolitan region, one of the most densely populated areas in the world. Schiphol hosts passenger and cargo traffic from over 50 regional and international airlines and acts as a hub for airlines including KLM, Martinair Cargo, Arkefly, transavia.com and Delta Air Lines.
Location of Amsterdam Schiphol Airport, Netherlands
Ground Handlers and Cargo Handlers servicing Amsterdam Schiphol Airport
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Fuel & Oil Suppliers servicing Amsterdam Schiphol Airport
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98 total articles
This report on the Global Airport Development Conference held in Lisbon on 29-Nov to 01-Dec-2016 covers the proceedings of Day 2 of the event.
Mexico’s largest airline, Aeromexico, plans slightly higher capacity growth in 2016, mostly driven by added frequencies to its long haul markets in Asia and Europe. Its preliminary guidance shows an ASK increase in the low single digits versus 8% growth in 2016. Similarly to 2016, much of Aeromexico’s capacity should be deployed to international markets as the airline sheds three Boeing 777 widebodies and adds five 787-9s to its fleet.
Aeromexico and Delta continue to believe US regulators will approve their immunised cross-border joint venture by YE2016, and are planning to increase their combined daily flights between the two countries by 43% during the next two years. The joint venture is a major pillar of Aeromexico’s transborder strategy going forward as Delta prepares to exert more influence over Aeromexico’s strategy. Some of Aeromexico’s and Delta’s rivals are lobbying for the two airlines to relinquish more slots at Mexico City Juarez, which could become a factor in the government’s final decision.
In the near term Aeromexico’s outlook is relatively stable, despite continuing challenges from the depreciation of Mexico’s currency. The airline’s revenue generation for the 9M ending Sep-2016 was favourable, driven by increases in yields and load factors.
NOTE: This report was prepared before the DoT issued its decision in the Aeromexico-Delta joint venture
The CAPA-ACTE Global Aviation Summit kicked off at Hotel Okura in Amsterdam on 27-Oct-2016 with a keynote presentation from KLM CEO Pieter Elbers.
Mr Elbers addressed the 850 CAPA-ACTE attendees from 45 countries on the topic of 'Digitizing the Airline': Connecting the dots towards 2025. KLM, with its Amsterdam Schiphol hub, was a disruptor in how and where passengers connect, and now Mr Elbers is bringing change to the digital world.
KLM has experienced a rise in passenger website usage, with 33% of tickets sold online and 70% of passengers using online check-in. Mr Elbers is preparing for a shift from mobile first to mobile only: "Whatever people do, it should fit in this small machine".
KLM has embraced third-party apps like Facebook Messenger and WeChat, and believes the future is with these types of platforms. KLM is the first airline in the world to use Facebook Messenger. Mr Elbers wants KLM to be able to respond to customer service issues during the journey, eliminating situations where a passenger writes a follow-up letter or e-mail. This saves KLM time and makes for a better experience. KLM's average online response time is 42 minutes, with a target to lower this further.
The fastest long haul airline growth is not occurring with Gulf airlines but rather, with services to and from secondary Chinese cities. It is not a secret that local incentives and subsidies, generally common in any market, are especially large in price and duration for secondary Chinese cities. An airline might expect over a third of revenues to be subsidised. This drastically alters the business case in a low-margin industry, hence the proliferation of secondary city services. This extreme dependence on subsidies raises the question of how long governments are willing to issue generous subsidies, and how many routes can be sustainable without them.
British Airways' decision to exit its only secondary Chinese route to Chengdu, in Jan-2017, might suggest the music is ending and the secondary long haul bubble is popping. There is added colour given the recent UK-China air service agreement expansion, and Brexit/British pound depreciation overhangs.
BA's exit does confirm market fundamentals: secondary city yields are low, and some routes are ahead of their time. Yet a number of factors unique to British Airways suggest caution in concluding that BA's Chengdu exit could foreshadow other withdrawals.
This unique CAPA-ACTE Summit will explore how airline partnerships, joint ventures, new airlines and disruptive entrants and technologies will completely alter the competitive dynamic by 2025. Additionally, as new trade routes expand, many new airports and air services will also open.
The next 10 years will witness the most remarkable changes in aviation. The challenges and opportunities they bring will be of similar magnitude.
This singular event, bringing together top level representative of airlines, airports, aviation suppliers and corporate buyers, will embark on an exploration of what the airline industry is likely to face in this coming decade.
Garuda Indonesia is planning further expansion in Singapore with the Jun-2016 launch of services from Medan. The addition of Medan will give Garuda six routes from Singapore compared with only two three years ago, including two one-way links to Europe.
However, the re-establishment of a Singapore hub, which Garuda operated several years ago, is far from ideal and will likely be temporary. Competing with the Singapore Airlines Group, particularly on the Singapore-Amsterdam and Singapore-London routes, is challenging.
Garuda is resuming international expansion after restructuring its international operation in 2H2014 and 2015. International ASKs were up 11% in 1Q2016 but its load factor dropped to only 70.6%, an indication of the challenges that Garuda faces in the highly competitive international market.