Chicago O'Hare International Airport
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- United States of America
- Domestic | International
- Other airports serving Chicago
- Chicago Dupage County Airport
Chicago Executive Airport
Chicago Midway International Airport
Chicago Rockford Airport
- 3050m x 46m
3962m x 60m
2286m x 46m
2428m x 46m
2461m x 46m
3292m x 61m
3962m x 46m
3092m x 46m
- Airlines currently operating to this airport with scheduled services
- Aer Lingus
Air Choice One
All Nippon Airways
Cargolux Airlines International
China Cargo Airlines
China Eastern Airlines
China Southern Airlines
Delta Air Lines
KLM Royal Dutch Airlines
LOT Polish Airlines
Nippon Cargo Airlines
Polar Air Cargo
Silk Way West Airlines
Yangtze River Airlines
- Airlines currently operating to this airport via codeshare
- Aerolineas Argentinas
Air Europa Lineas Aereas
Air New Zealand
Air Tahiti Nui
Pakistan International Airlines
Royal Air Maroc
South African Airways
Virgin Atlantic Airways
Operated by Chicago Airport System, Chicago O’Hare Airport is the major international airport serving the city of Chicago, Illinois. O'Hare is a major hub of aviation activity in North America and ranks among the worlds-busiest airports. A major financial and demographic centre, Chicago O'Hare hosts domestic, regional and international passenger and cargo services for over 70 airlines. O’Hare is a hub for airlines including American Airlines, United Airlines and Polar Air Cargo.
Location of Chicago O'Hare International Airport, United States of America
Ground Handlers and Cargo Handlers servicing Chicago O'Hare International Airport
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Fuel & Oil Suppliers servicing Chicago O'Hare International Airport
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40 total articles
The annual airport construction overview report for 2017 focuses on Latin America and Africa, two regions that are often overlooked but which make their contribution to the global total of activity. One of them, Africa, is surprisingly strong in new airport construction, as long as the funding can be found, which is no easy task.
The total known global investment on airport projects continues to grow, and hovers close to the USD1 trillion mark; and with Asia Pacific the overall leader.
There are, however, anomalies, with some regions witnessing many projects but small investment figures, and vice versa. This report attempts to explain those anomalies while offering a breakdown of the biggest projects in each region.
Chicago’s O’Hare International Airport is the US’ third largest airport by passenger numbers (2014 and 2015) and the first in terms of aircraft movements. It is the ninth largest airport in the world, by passenger numbers. O'Hare sits in one of the country’s largest conurbations and in the midst of a transport crossroads and focal point for the whole of North America.
As with other long established big city hubs it could have been threatened by ever increasing direct point to point low cost airline services bypassing it, but 2015’s traffic growth figures indicate that the hub and spoke system for which it is a watchword – together with Atlanta and Dallas Fort Worth airports – continues to prevail. But O’Hare has had to contend with severe logistical problems, having been dubbed the most congested large airport in America.
This report looks at present and future growth trends at O’Hare, local and national airport statistics, how it matches up to both local and neighbouring airport competition across a range of metrics, at construction activities to counter the inherent congestion issues, and finally at its ownership and potential for privatisation.
A newly revised air services agreement between Mexico and the US that eases limits on the number of airlines allowed to operate on routes between the two countries is a welcome development for airlines operating in both regions. But it is particularly interesting for Mexico’s airlines given that their penetration in the transborder space still pales in comparison to US airlines operating between the two countries.
The new pact does not take effect until Jan-2016, which means that the lifting of restrictions is some way in the future. But in the meantime Mexico’s airlines still have ample opportunity under the existing agreement, and are no doubt evaluating new opportunities created by the new air services arrangement.
Mexico and the US struck the new accord as all of Mexico’s airlines are making a transborder push to diversify from the domestic market, which has been weaker the last couple of years due to Mexico’s sluggish economy. Key to the execution of the expansion is ensuring demand is robust enough in transborder markets in order to maintain favourable yields on those routes.
EVA Air is moving ahead with introducing service from its Taipei hub to Chicago and Houston, which it has been considering for over a year, along with Atlanta and Dallas. Noticeably EVA Air selected hubs of Star Alliance partner United Airlines rather than enter Delta's fortress in Atlanta or American's hub in Dallas, which has seen a growing number of Asian flights, whereas Houston is relatively quieter.
The additions continue EVA's growth in North America, which accounts for about half of its ASKs. EVA has increased its presence in North America with additional 777-300ERs, growing its 777 fleet from zero in 2004 to 18 in Oct-2014, this figure expected to grow to 32 in 2017, indicating there is still large growth to come. 777s now comprise about one-third of EVA's passenger fleet.
EVA is benefitting from its hub status between North America and greater Asia, but also from larger US-Taiwan traffic flows since the US in Oct-2012 added Taiwan to its visa waiver programme, which helped facilitate a 33% increase in Taiwanese visitors in 2013. Taiwanese visitors for the year to Jul-2014 are up 7%.
According to Airports Council North America (ACI-NA), which completed a Capital Needs Survey last year, US airports need to complete USD71.3 billion worth of essential infrastructure projects before 2017. Just over half of this investment is to keep pace with demand and facilitate an increase in the utilisation of larger aircraft; the remaining funds are required for the rehabilitation, maintenance and repair of existing infrastructure.
And that is before the addition of new runways and terminals and before the country even thinks about building any new airports of significance (there hasn’t been one since 1995). But with the government still strapped for cash, where is the money coming from?
Privatisation of the airports system has still not caught on in almost 20 years, but the public-private-partnership (PPP) could be the answer - as it has been in other parts of the world.
Plans by Emirates to introduce service from Dubai to Chicago O’Hare in Aug-2014 continue extensive expansion by the three large Gulf carriers into the United States in 2014. Chicago becomes the ninth US market for Emirates, and the fourth market in the country where Emirates, Qatar and Etihad will compete on services from the Middle East.
Chicago also is the second American Airlines hub where its partners Qatar and Etihad will operate alongside Emirates, who has been courting American, but has yet to persuade the carrier to launch a partnership. Qatar and Etihad are both adding service to American’s Dallas/Fort Worth hub in Jul-2014 and Dec-2014, respectively.
The partnership dynamics in both Dallas and Chicago among American, Etihad and Qatar create ample connecting opportunities and traffic flows for all those carriers. But on a pure scale basis Emirates is still larger than its Gulf competitors, transporting more than double the passengers of Etihad and Qatar during 2013.