New York Newark Liberty International Airport
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- Schedule Analysis
- Cargo Analysis
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- Fast Fact Report
- IATA Code
- ICAO Code
- New York
- United States of America
- Domestic | International
- Airport Type
- Other airports serving New York
- New York John F Kennedy International Airport
New York LaGuardia Airport
- 3353m x 46m
3048m x 46m
2073m x 46m
- Airlines currently operating to this airport with scheduled services
- Aer Lingus
Delta Air Lines
Virgin Atlantic Airways
- Airlines currently operating to this airport via codeshare
Air New Zealand
All Nippon Airways
China Eastern Airlines
China Southern Airlines
KLM Royal Dutch Airlines
South African Airways
Newark Liberty International Airport is located in Newark, New Jersey, 24km from New York City's Manhattan borough. Newark serves New York City and the wider Tri-State metropolitan region, and is a major international gateway to the United States. The airport is owned and operated by the Port Authority of New York and New Jersey, which also manages the other major airports serving New York: JFK and La Guardia, both of which are located east of Manhattan on Long Island. Continental Airlines has a major hub at Newark and FedEx has a major cargo facility at the airport.
Location of New York Newark Liberty International Airport, United States of America
Ground Handlers and Cargo Handlers servicing New York Newark Liberty International Airport
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Fuel & Oil Suppliers servicing New York Newark Liberty International Airport
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87 total articles
After pulling back in Los Angeles, United Airlines is reviving interest in the market, aiming to stake out space in a new terminal and become more competitive in a fragmented, but strategic, airport for nearly every US airline.
United has not offered a definitive timeframe for strengthening its position in Los Angeles, or outlined any specifics of a strategy to position itself at the airport to sustain or bolster its competitive position. As a result, much speculation remains about the shape United’s footprint will take at Los Angeles in the future – whether the airline is planning a massive expansion, or positioning itself to remain competitive with its large US global network peers.
One of the airline’s major focuses for 2017 remains strengthening banks at its hubs in Chicago O’Hare, Houston Intercontinental and Newark Liberty, and any planning for Los Angeles will remain on the back burner for the foreseeable future.
jetBlue Airways had a tough start to 2017, projecting a unit revenue decline of 8% to 9% for the first month of the year. The airline’s Jan-2017 unit revenue performance sets the stage for an overall negative performance in 1Q2017, and the company is offering little visibility into its outlook for 2Q2017.
The airline has outlined various factors for the surprising unit revenue decline for Jan-2017, including timing of YE2016 holidays, its new service to Cuba, and additional service from Newark Liberty International. After the less than stellar results for Jan-2017, investors were looking for jetBlue to offer remedies for the weak performance, but for the moment the company is keeping its 2017 capacity projections intact. The back and forth is a classic example of markets demanding immediate action when airlines aim to take a more measured approach in adjusting their strategies.
Investors are already concerned about the overall financial performance of US airlines in 2017 as unit costs are rising faster than unit revenues. jetBlue is facing its own cost inflation during 2017, and its rocky start will result in its revenue performance being closely scrutinised, with the potential calls for capacity cuts growing louder.
On 23-Jan-2017, the first full business day of the Trump administration, Emirates announced it would start Dubai-Athens-Newark service on 12-Mar-2017, with a daily 777-300ER. Emirates' 12-Mar-2017 launch of service will undoubtedly add to the list of complaints from the big three US airlines – American, Delta and United.
The list of potential protective targets is growing as the new Administration settles in: renewing the fight against Gulf fifth freedoms while pursuing a blockage of DOT's grant of a permit to Norwegian Air International; Gulf airlines in their home market; and unfair access in China.
It is difficult to see the US airlines winning all of their claims. At worst, their mounting complaints will result in the details being lost as the new administration under Trump eyes indisputable wins with infrastructure and non aviation transportation matters. The loudest voices may be ignored until there is a full government in place to wade through the complainers.
When a new CEO took the helm at Spirit Airlines during 2016 the immediate reaction was speculation that the move was a first step to merging with fellow ULCC Frontier. Eventually the excitement over consolidation in the US ULCC sector died down, and Spirit outlined more subtle strategy changes.
The most significant was Spirit’s assessment that opportunities existed in small to medium sized markets, which was a pivot from its strategy of competing with bigger US airlines in some of their largest and most important markets.
In order to support the shift in its network strategy Spirit has made changes to its fleet composition during 2016, including retaining more smaller-gauge Airbus A319s and converting 10 A321neos scheduled for delivery in 2019 to A320neos. The fleet changes also help Spirit improve its financial structure through a higher number of owned aircraft.
So far, Spirit has only announced one new smaller market in 2016, with the addition of Akron-Canton to its route map. The remainder of its route additions have been in larger markets in competition with the larger US airlines. Perhaps more clues to the airline’s long-term network strategy will emerge in 2017.
A transborder joint venture between SkyTeam partners Aeromexico and Delta is hanging in the balance now that the US DoT has required slot divestitures and other stipulations in order for the airlines to move forward with their proposed business agreement. Not surprisingly, Aeromexico and Delta believe limitations proposed by US regulators would diminish the economic benefits of the joint venture, and are warning they are reconsidering deepening their business ties.
Numerous airlines expressed concerns about Aeromexico and Delta’s concentration of slots at Mexico City Juarez, and the DoT responded by requiring slot divestitures at the airport along with the relinquishment of slots at New York JFK. The airlines have countered that the DoT’s analysis is flawed, and that a smaller number of slot divestitures at Juarez required by Mexico’s government should allay any concerns expressed by competitors. Aeromexico and Delta also argue another stipulation imposed by US regulators – limiting the joint venture to a five-year term – would create too much uncertainty for the viability of the business venture.
Delta’s plans to take its stake in Aeromexico up to 49% was contingent on the JV proposal succeeding. But with the stipulations imposed by DoT in order for the partners to establish their joint venture a dark cloud of uncertainty is hovering over Aeromexico’s future ownership structure.
Donald Trump, the ‘Third World’, and US airports. Insulting to third world airports. PPPs are needed
Politics is a hotbed of hyperbole, but the recently concluded US Presidential election reached new levels. Among the rhetoric was a reference made early in Oct-2016 by the now President-elect, and never willingly understated, Donald Trump concerning the condition of the nation’s airports, which he described as being of ‘Third World’ standard.
Mr Trump is not the first US politician to complain about airport infrastructure in the USA and neither is he the first to describe it as ‘Third World.’ It is certainly true that many airports lack investment and are shabby compared with their peers in Europe and the Asia Pacific region. Moreover, Congress has repeatedly called for much greater investment, as have Airports Council International North America and other interested organisations.
But is the criticism fair? This report examines the operational and construction activities at US airports that he has singled out. It goes on to look at airport infrastructure financing under the Trump regime, and to consider other relevant aspects of his policies.