The storm affected much of the Las Vegas Valley, leading to flight delays, slick highways and accumulating snow in higher elevations. Snow levels dropped quickly, raising concerns for drivers heading through mountain passes.

Forecasters said the system delivered measurable rainfall to valley neighborhoods while dumping significant snow in surrounding mountain ranges. The rapid change in conditions created travel slowdowns during peak commuting hours.

Officials urged drivers to use caution, particularly along elevated roadways and highways connecting Southern Nevada to California.

Winter Storm Timeline: Rain in the Valley, Snow in the Mountains

The storm system intensified overnight before pushing across Southern Nevada early in the morning.

Rain began falling across the valley first, creating wet roads and minor pooling in low-lying areas. Winds picked up shortly after sunrise.

As colder air filtered into the region, snow levels began dropping rapidly — from roughly 4,500 feet to as low as 1,500 to 3,000 feet in some areas.

The heaviest snowfall was reported in the Spring Mountains, where several inches accumulated in a short period. Forecasters projected between 8 and 14 inches in higher elevations.

Lower elevation areas also saw light snow. Drivers traveling along portions of Interstate 15 near Mountain Pass encountered slushy conditions and reduced visibility.

By late afternoon, showers began tapering off in the valley, though mountain snow continued.

Flight Delays at Harry Reid International Airport

Gusty winds and steady rainfall prompted delays at Harry Reid International Airport.

Airport officials reported periodic arrival and departure delays due to weather-related air traffic adjustments. While no widespread cancellations were announced, travelers experienced extended wait times throughout the day.

Passengers were advised to check directly with airlines before heading to the airport.

One airport spokesperson said crews were monitoring conditions closely and coordinating with airlines to minimize disruption.

Travel experts note that even moderate rainfall can slow operations in desert airports, where heavy precipitation is less common.

Road Conditions Across Southern Nevada

Mountain routes were among the hardest hit.

Snow accumulation along Interstate 15 near Mountain Pass created hazardous driving conditions. Some drivers reported delays due to reduced speeds and chain controls in higher elevations.

Within the valley, rainfall led to slick roads but limited flooding. Law enforcement agencies responded to minor crashes tied to wet pavement and reduced visibility.

Officials encouraged motorists to allow extra travel time and avoid unnecessary trips to mountain areas during peak snowfall.

What the National Weather Service Said

The National Weather Service issued advisories warning of low snow levels and winter travel impacts.

Forecasters emphasized that while rainfall totals in the valley were modest — generally between 0.15 and 0.25 inches — the rapid drop in snow levels posed the greatest concern.

“This system is bringing colder air faster than many recent storms,” a meteorologist said in a public briefing. “Drivers heading through higher terrain should be prepared for winter conditions.”

Weather officials added that additional systems could move through the region in the coming days, keeping temperatures below seasonal averages.

Why This Storm Matters for Las Vegas

Winter storms in Las Vegas are not unheard of. However, snow levels dropping below 3,000 feet are less common.

The region’s infrastructure is not designed for prolonged snow or ice, especially at lower elevations. Even light accumulation can cause traffic slowdowns and airport disruptions.

The Spring Mountains, popular for hiking and winter recreation, frequently receive snow during cold systems. But snow near the valley floor often surprises residents.

Travel between Nevada and California can also be affected when Interstate 15 experiences snowfall at Mountain Pass — a critical corridor for freight and commuters.

Public Reaction and Community Impact

Residents in higher-elevation neighborhoods reported brief snow flurries, particularly in areas like Centennial Hills and Summerlin.

Social media posts showed light dustings on rooftops and vehicles early in the morning before temperatures rose slightly.

Commuters expressed frustration over slowed traffic but said conditions were manageable compared to larger winter storms seen in other states.

Local businesses in mountain communities prepared for increased snow tourism, though officials reminded visitors to check road conditions before traveling.

What Happens Next: Additional Systems Possible

Meteorologists indicated that another storm system could follow within 48 hours, potentially bringing another round of rain and mountain snow.

While valley impacts may remain limited to rainfall and brief flurries, mountain accumulations could increase.

Drivers traveling between Las Vegas and Southern California are encouraged to monitor forecasts and road updates.

Air travelers should continue checking flight status as weather patterns remain unsettled.

Key Facts at a Glance

Frequently Asked Questions

Is it snowing in Las Vegas right now?

Snow primarily fell in higher elevations. Some valley neighborhoods saw brief flurries, but significant accumulation occurred in the mountains.

How much snow fell in the Spring Mountains?

Forecasts projected between 8 and 14 inches in higher elevations.

Are flights canceled at Harry Reid International Airport?

Flights experienced delays due to wind and rain. Travelers should check with their airline for the latest updates.

Is Interstate 15 closed near Mountain Pass?

Conditions were snowy and slow-moving at times. Drivers should check transportation department updates before traveling.

Will there be another storm this week?

Forecasters indicated another system may move through within the next 48 hours, bringing additional rain and snow.

Why does snow cause delays in Las Vegas?

Snow is less common in the valley, and infrastructure is not built for frequent winter conditions. Even light accumulation can slow traffic and disrupt airport operations.

Closing

The winter storm brought measurable rain to the Las Vegas Valley and significant snowfall to nearby mountain areas, disrupting travel across Southern Nevada.

While conditions in the valley are gradually improving, mountain routes remain impacted. Travelers are advised to monitor official updates and prepare for changing weather.

Attention now turns to the next potential system expected later this week, which could bring additional rain and snow to the region.

At least 20 flights were canceled and 69 delayed, affecting routes across the United Kingdom, Spain, Norway, the United States, and parts of the Middle East. Hundreds of passengers were left stranded at airports, scrambling to rebook travel plans.

The disruptions involved carriers including Scandinavian Airlines (SAS), Iberia, Air Algérie, and British Airways.

Travel impacts stretched from major U.S. hubs such as New York City, Boston, and Washington, D.C., to European destinations including Manchester, Sweden, and the Netherlands.

For many passengers, the disruption meant missed connections, overnight stays, and unexpected travel costs.

4

Where the Disruptions Hit Hardest

United Kingdom and Spain

Airports in the UK and Spain reported clusters of cancellations and delays tied to operational constraints and scheduling issues.

Flights connecting Spain and the UK were particularly affected, with passengers reporting last-minute gate changes and rebooking delays.

In Manchester, several outbound European routes were delayed for hours, creating ripple effects across connecting destinations.

A spokesperson for British Airways said in a statement, “We’re working to minimize disruption and rebook customers onto the next available services as quickly as possible.”

Scandinavia and Northern Europe

Travelers in Norway and Sweden experienced cancellations linked to aircraft rotation and operational challenges.

SAS confirmed that select routes were suspended temporarily.

“We regret the inconvenience to our passengers,” a SAS representative said. “Safety and operational reliability remain our priority.”

U.S. Airports See Delays and Missed Connections

Across the Atlantic, passengers in New York, Boston, and Washington, D.C. reported extended wait times and missed connecting flights.

Several international departures from New York were delayed, impacting travelers bound for Europe.

In Boston and Washington, D.C., airport boards showed cascading delays throughout the day.

A traveler at Boston Logan described the situation as “confusing and frustrating,” saying announcements were limited while passengers waited for updates.

Meanwhile, routes involving San Juan also experienced schedule shifts, affecting Caribbean-bound travelers.

Airport officials urged passengers to check directly with airlines for updated departure times.

Middle East and North Africa Connections Affected

Flights connected to North Africa and the Middle East also faced interruptions.

Air Algérie confirmed that certain international routes experienced delays due to operational adjustments.

While most flights eventually departed, some travelers reported overnight delays.

Airlines have not indicated that weather was the primary cause. Instead, operational logistics, aircraft positioning, and scheduling pressures appear to have played a role.

Timeline of Events

• Early morning: Initial delays reported in UK and Spain.

• Midday: Cancellations expanded to Scandinavian routes.

• Afternoon: U.S. airport delays intensified, affecting inbound and outbound international flights.

• Evening: Airlines began issuing rebooking notices and alternative travel arrangements.

The impact unfolded over several hours, with disruptions spreading across time zones.

Official Airline Statements

Airlines emphasized safety and operational adjustments as contributing factors.

British Airways stated it was offering rebooking options or refunds for canceled flights.

SAS indicated affected passengers would receive direct notifications via email and mobile alerts.

Iberia advised travelers to monitor flight status online before heading to the airport.

Air Algérie confirmed it was coordinating with airport authorities to minimize passenger wait times.

None of the airlines reported long-term service suspensions.

Passenger Reaction and Travel Disruption

Social media posts showed long lines at customer service desks across several airports.

Some passengers described difficulty securing hotel accommodations due to the number of stranded travelers.

Others reported successful same-day rebookings but extended layovers.

Travel experts note that when multiple airlines face operational strain at once, congestion can compound quickly.

“When aircraft rotations fall behind schedule, delays tend to snowball across regions,” an aviation analyst familiar with European operations said.

For business travelers and families, even short cancellations can create significant ripple effects.

What Happens Next

Airlines say schedules are stabilizing.

Most canceled flights are expected to resume within standard operational timelines, though some residual delays may continue into the next travel window.

Passengers traveling internationally over the next 24 to 48 hours are advised to:

• Check flight status before leaving for the airport

• Arrive early

• Confirm baggage transfer on connecting routes

• Monitor airline mobile apps for updates

Airport authorities have not issued broad travel advisories, but airline-specific notifications remain active.

Travel Disruption Summary

FAQ: International Flight Disruptions

Why were flights canceled across Europe and the U.S.?

Airlines cited operational and scheduling constraints, not widespread severe weather.

Which airlines were affected?

SAS, Iberia, Air Algérie, and British Airways were among the carriers reporting cancellations and delays.

How many flights were impacted?

At least 20 flights were canceled and 69 delayed.

Are flights operating normally now?

Airlines say schedules are stabilizing, though residual delays may continue.

What should travelers do if their flight is delayed?

Check airline apps, confirm rebooking options, and monitor email or SMS alerts.

Can passengers request refunds?

Most airlines offer rebooking or refunds for canceled flights under standard policies.

What Travelers Should Watch Next

Airlines are working to clear backlogs and restore full schedules.

Passengers traveling internationally should remain alert for updates, especially on multi-leg routes.

While disruptions appear temporary, operational strain can carry over into subsequent travel days.

Monitoring airline communications will be key as schedules normalize.

his is what it looked like when the Hudson rail tunnel was under construction. It’s been more than 100 years since that tunnel was built, and yet today commuters whiz through on their way to work. Wikipedia.

EWR is in the center of a vast region that is seeded thick with railroad tracks, highways, tunnels and ferries that enable millions of residents to get to work and move goods efficiently.

Yet, the complex network that we call the New York-New Jersey Metropolitan Area is in no way complex enough. In fact, a group of businesspeople gathered in Newark last week to discuss how to ramp up the region so that innovative modes of transportation will keep up with the rest of the nation and maintain the area’s leading edge as the largest transit hub in the United States.

Bernie McNeill of WSP Parsons Brinckerhoff

It is time, said several speakers at the annual transportation meeting of the Newark Regional Business Partnership (NRBP), to work together as a region, state lines notwithstanding. That means all of the transportation centers should work as one as they seek funding from the federal government to grow and expand and coordinate routes through and around the region.

The NRBP is a business organization that some might compare to a chamber of commerce. The NRBP concentrates on connecting members to each other; provides information about issues related to commerce; advocates for improved rail transportation, manufacturing and air service; and works to revitalize greater Newark projects such as Prudential Center, a convention bureau and the city’s master plan. The NRBP members are generally leaders of business in northern and central New Jersey, although any reputable (read small) businessperson can join if he or she pays the annual dues.

There are few who don’t believe that transportation is an absolutely crucial aspect of business in the New York-New Jersey region. The Hudson River slices through the region and provides a challenge to moving people and goods; simply stated, goods and people have to go over or under the river. How they do it was the key to this session, held on Nov. 23, 2015.

Trans-Hudson issues are the key to tomorrow’s transportation network, said Bernie McNeilly, senior vice president and Northeast Regional Business Manager WSP Parsons Brinkerhoff and co-chair of the NRBP Transportation Council. He spoke at NRBP’s annual Transportation Symposium, a meeting that draws together bankers, lawyers, political appointees, engineers, and others who represent firms and government agencies that need and want improved transportation to assure that the business climate remains firm. McNeilly was joined by Scott Beresford, vice president and senior lending officer at TD Bank.

The session was an early-morning breakfast meeting at the Newark Club, one of the newest towering office buildings in Newark’s refurbished downtown, just a block from Newark Penn Station. The meeting was also a meet-and-greet for NRBP members to trade business cards and make acquaintance with other business leaders.

Where the New York-New Jersey region is going was the theme of every one of the speakers. With the economy improving, albeit with its occasional grinding of gears, speakers were guardedly optimistic about the Newark region’s future. After all, the nation, and the region, are emerging from a long recession, and Gov. Chris Christie initially killed a plan to add capacity to the trans-Hudson rail line in 2009. But that’s all in the past now.

The speakers were the heavy hitters of the region’s transportation network. For example, McNeilly has overall responsibility for WSP Parsons Brinckerhoff’s transportation consulting operations in the northeast. His work includes the design and construction support of the Bayonne Bridge roadway raising, a major project now underway, to allow ocean-going vessels to slip under the old bridge and bring goods to market.

John Porcari WSP Parsons Brinckerhoff

John Porcari, a national director of strategic counseling, also at WSP Parsons Brinckerhoff, and the former U.S. Deputy Secretary of Transportation, was proud of the transportation network that was improved under the American Recovery and Reinvestment Act of 2009.

“Not a bridge to nowhere among them,” he told the group.

He emphatically noted that the vast majority of transportation projects are bottom-up, meaning they originate within the region that they serve. The common belief is that major transportation projects in the hundreds of millions to billions of dollars are not pixie-dusted by the federal government. Instead, he said, the projects originate within groups such as the NRBP membership.

“Regions are the basic economic areas of the country,” he said. “They straddle city lines.”

This point was especially poignant to the membership attending the NRBP meeting. Newark is just a piece of the regional puzzle, though its location makes Newark a significant building block in any regional plan. So cooperation with other units of government, for instance the Port Authority of New York and New Jersey, NJ Transit, Amtrak, and the various agencies that serve New York City and New York State must be included in any plan to improve the region.

“If you don’t think like a region, you’re not going to prosper,” Porcari said. “There is never enough funding for everything you want to do. But the regions that get their act together are the ones that prosper.”

The U.S. transportation system is structured by the needs of regions, he said, “not top-down.” He called it “a national aggregation of priorities — federalism at its most basic level.”

He described other regions around the country that mounted successful projects by uniting across arbitrary city and state lines.

If the system were to work the other way, with the federal government making all the primary decisions, Porcari said bad decisions would not be caught until it is too late because of the lack of local input.

Successful projects have that input, he said. He pointed to the Create Project in Chicago, which used regional means to develop new transportation systems. Los Angeles worked as a region too, he said, and so did Atlanta by rethinking its future and tying into Savannah, Ga.

In fact, 25 of the largest 100 regions have regional planning, he said. So why shouldn’t New York and New Jersey?

“You’re really in a world competition today,” Porcari said. “Can you think of a single region that is outspending us here?”

Porcari and other speakers were especially concerned about the lack of redundancy in the NY-NJ region’s transportation system. Several of them noted the railroad tunnels that connect the two states, and how they have not been upgraded in a major way since they were built, in 1910. Each day, tens of thousands of commuters rumble through those tunnels.

“One failure will bring this region to its knees,” said Porcari.

In 1910, the country was concerned about Henry Ford and the Wright Brothers, he said, and the technological issues then were when and whether to change the way cars were manufactured — changing over from wooden bodies to metal. So much has changed since then, and all the while, those same tunnels have supported the Hudson River as rail cars passed through with only routine maintenance.

Aside from the tunnels, Porcari warned that the various bridges that cross the Hudson could present problems which would seriously damage the ability of people to get to work, goods to be shipped, and profit to be realized from the movement of products.

His key point: “Washington (DC) will respond but will not initiate.”

That challenge to the attendees was designed to remind them that new projects don’t just appear overnight. In fact, each project takes years of planning, and supporters have to develop political and financial bases before the national government will take charge.

He suggested that this region “speak with one voice. Then you can do anything.”

It’s a significant issue because, he said, this region (New York, New Jersey and Connecticut) represents about 11 percent of American Gross Domestic Product.

Molly Campbell, director of Port Commerce of the Port Authority, noted that the port of New York and New Jersey is the largest on the east coast. About $200 billion of cargo passes through it annually, she said. It is the primary gateway to “this side of the country,” she said.

Toyota and BMW use the port to import cars. Some 40 shipping lines call at PANYNJ, and about 1.5 million cruise passengers leave from the port.

“The region also has the largest consumer population on the continent,” she said.

Arthur Imperatore, Jr. of NY Waterway

Within a 200-mile radius one could find about 25 percent of the nation’s GDP. Referring to a report by the New York Shipping Association, which is based in Edison, N.J., the New York port is responsible for some 190,100 jobs, and 336,600 total jobs in the region. She did not quote the financial impact, but the report itself points out that more than $21.2 billion in personal income is generated in the New York port, and nearly $53.5 billion in business income.

The report also notes that raising the Bayonne Bridge will allow the region to profit in coming years, and the recent widening of the New Jersey Turnpike “facilitates faster and more consistent access to and from the large warehouse clusters.”

“The port is the critical economic engine,” said Campbell.

Campbell pointed to the need for increased productivity and the many initiatives, such as the 50-foot harbor deepening program, the Bayonne Bridge raising, and the Goethels Bridge replacement, both of which coast $1.5 billion. The Goethels, when done, will have wider lanes, shoulders, and pedestrian access, said Campbell.

She is also looking forward to on-dock rail improvements, intermodal container transfer facilities and reduced truck traffic. In addition, she noted the future cross-Hudson rail car float between Jersey City and Brooklyn to reduce congestion.

Two berths are being upgraded in Port Newark, she said.

“If you eat it, wear it, (or) drive it, chances are it came from the Port of New York and New Jersey,” she said.

Arthur Imperatore, Jr., the CEO of NY Waterway had an even more optimistic viewpoint.

“Water transportation is the only way to add substantial capacity,” he said.

NY Waterway is already adding new ferry routes between and within the two states. There is the East River Ferry, the Hudson River Ferry, and ferries that connect midtown Manhattan to multiple locations.

NY Waterway uses a multimodal approach to its transportation network by providing connecting transportation, such as buses, and providing places for users to park at low rates, he said.

Imperatore also referred to the aging rail tunnel under the Hudson. In a quick history lesson, he noted that, up to 1910, all railroads terminated at the docks in Hudson County where passengers would disembark and take a ferry to Manhattan or other locations. Things changed when the Pennsylvania Railroad built the trans-Hudson tunnel, he said, but the train-to-ferry system was able to move up to 250,000 people a day across the Hudson up to that point. Over the years, the railroads went bankrupt. Now NY Waterworks is attempting to, in essence, rebuild those networks. There is even an inter-boro service, he said.

A whole new network of ferries is either being planned or is already in service. Mayor Bill DeBlasio is a strong supporter of the system and even backed the institution of more frequent ferries between lower Manhattan and Staten Island. His support is not without criticism. A story in Slate.com contended recently that ferries are antiquated and primarily aid the well-off.

Drew Galloway of Amtrak

But Imperatore called the improving network of ferries “a major, major source of relief.” Even with all the new service, “major capacity is still unused.” He mentioned the Monmouth Belford Ferry and the Middlesex-South Amboy ferry as two parts of this growing network. The idea, he said, is to siphon off car and bus traffic from roadways.

There is even a South Amboy Light Rail study going on, he said, to draw car traffic away from the region. It is supposed to connect South Amboy to New Brunswick. Imperatore also saw a future with a build-out along NJ Transit’s northern branch to Englewood and Tenafly along the old NY Central rails, where, he pointed out, there is too much bus traffic now.

Amtrak is apparently trying not to be left behind. Of course, the Gateway Project, to increase the number of rail tunnels under the Hudson from two to four will be a spectacular improvement in transit capacity, said Drew Galloway, deputy chief, of Northeast Corridor planning and performance of Amtrak.

The project is actually a tunnel and above-ground tracks that will connect New York Penn Station with Newark Penn Station and add a lot of capacity to Secaucus Station at the same time. Secaucus is a junction station that feeds several lines to other locales in New Jersey. The goal is to increase the number of trips under the Hudson to half a billion annually. Amtrak is also working to build a super-high-speed rail improvement program between New York and Washington, as well as improve Washington’s Union Station, as well as several other projects.

Galloway said that the 1910 tunnels under the Hudson now in use were planned when Grover Cleveland — who was born in Caldwell, New Jersey — was in his second term.

The feasibility study for the new tunnels is finished, Galloway said, and Amtrak is now in the “system level design” phase. Without this new project, he said, the region would lose $15 billion worth of wealth from the $33 billion increase that is projected for Manhattan. Without this improvement, the jobs supporting the increase in wealth would leave the region.

Jeremy Colangelo-Bryan of NJ Transit

In fact, Galloway’s projections, like other speakers’, indicate that the whole region would be choked off in the long run without major upgrades to transportation systems, and a concomitant increase in investment. Looking at it the other way, if either of the two existing tunnels had to be taken out of service, he said, because of emergency repairs, the current 24 trains per hour of capacity would be reduced to six or seven. That would be a disaster for Manhattan-bound transit.

Construction has already begun on the new tunnels, he said, on the New York side. The Federal Railroad Administration, an agency of the U.S. Department of Transportation is the lead national agency for this tunnel project, said Galloway. NJ Transit is the lead regional agency. The U.S. Department of Transportation has already issued an environmental statement that indicates “no significant impact.” To read the report and see a map of the area to be tunneled, click here to download the PDF file.

About two weeks ago, Galloway said, the FRA reached an agreement with NJ Transit, but it was then yet to be signed. He is looking to start work in the spring of 2016.

U.S. DOT, the governors of New York and New Jersey and Amtrak are about to “found a development corporation, a financial structure to fund this and other projects,” Galloway said.

Jeremy Colangelo-Bryan, the chief planner of NJ Transit, who also spoke, said transit officials are looking at the transportation network in a different way nowadays, seeking to intermix forms of transit, even on the same commuter day. For example, it might make sense for a commuter to take the train into work in the morning, but go home by bus in the afternoon.

“We have to ask, ‘where are people originating and where are they going?’” he said.

Andrew Lynn of the Port Authority

His office studies this issue and is trying to project where people will be centered in 2040. Time, price, and reliability all play a part in a typical commuter’s choices for transit system, he said.

Andrew Lynn, director of planning and regional development of the Port Authority, noted that there are a “remarkably small number of crossings” over the Hudson, and most of them were built more than 50 years ago — some, 100 years ago.

Some of these crossings need to be replaced. There are 650,000 trips a day now, but there will be a need for 1 million soon.

“We rely on multiple modes,” he said, “rail, bus, car, ferry, PATH, and so forth.”

He said the Port Authority has already moved 400,000 of those daily trips to public transit. Bus trips, for example, went from 32 percent of total trips to 36 percent. PATH dropped one percent, but overall rail went from nine percent to 16 percent. Ferries, the most impressive of all, went from zero to three percent of trips. Meanwhile, automobile trips dropped from 38 percent to 23 percent.

He defended the need for the new Port Authority Bus Terminal in Manhattan, estimated to cost between $7 billion and $10 billion, and noted that major work needs to be done on the George Washington Bridge, the Goethels, the Bayonne Bridge, the Lincoln Tunnel and its adjacent helix.

PATH needs a new signal system to increase the frequency of trains and to allow more cars per train, he said.

The new bus terminal is needed, he said, because currently, buses spill out onto the streets and buses today are longer than the ones that plied the roads in the 1950s, when the current terminal was state-of-the-art. He also anticipates a growth in passenger usage by 25 to 50 percent.

Chip Hallock, president and CEO of NRBP, said the state needs an increase in the gasoline tax to fund many of these projects but right now, the state is suffering from a lack of “political courage” to get it through the Legislature.

“There is a glimpse of hope,” he said, “but it shows a distinct lack of leadership.”

A slide shown by Drew Galloway indicating the route of the planned additional tunnels under the Hudson.

The program was sponsored by TD Bank, AAA Northeast, AECOM, Dewberry, HNTB Corporation, Johnson, Miriam & Thompson, Inc., Meadowlark, The Newark Club, NY Waterway, WSP Parsons Brinckerhoff, Xerox State and Local, and Solutions.

EWRZone.com is a member of NRBP.

Aunt Edna is flying into Newark Airport tonight, and you have to pick her up. You can’t get to the airport too early because you can’t park at the terminal. If you do, you have to pay fairly steep charges.

If you try to hang out in front of the terminal with your motor idling, a burly Port Authority cop will likely walk up to your car and, in a take-no-excuses manner, force you to leave the area.

Then, a moment after your car pulls away, out comes Edna and wonders where you are.

You have to follow the rules, but once you do, you can rest easy knowing the person you have to pick up at Newark Airport will not have to wait long for you to get to the terminal. Photo by Liz Fuerst.

The solution for many years in most major airports is the cell phone lot, a place near the pick-up area where drivers anticipating an arrival can park until their pick-up has deplaned, walked the mile or so from the gate, waited an indeterminate time for their luggage and walked out to the curb, awaiting … you. The reason it’s called a “cell phone” lot stems from the modern invention that allows your subject to call you as soon as the plane touches down and say, “I have landed.” Later, your charge can call and say, “I’m in Terminal B, gate 4.” Boom, boom, boom, you’re there because you parked only five minutes from the terminal.

Great idea, say most people, unless, that is, the cell phone lot is nowhere to be found or difficult to find online. At EWR, one of the busiest airports in the world, the cell phone lot does exist — it’s just well-hidden and poorly marked. And it’s only been there a short time.

Phoenix Airport, for example, a busy but smaller airport, has three cell phone lots. San Francisco has one but it’s closer to downtown San Francisco than the airport itself, just in case you’re arriving a little late. Philadelphia has a new cell phone lot that “features space for 150 vehicles, new lighting for a safe waiting area, easy-to-follow directional signage, and is a one-minute drive to the baggage claim areas,” according to an official description. Miami even has a full-color brochure you can download giving details about where the lot is located and how to use it. Tampa’s airport actually has a gigantic lit-up departures/arrivals board you can see from the cell phone lot to trace your subject’s plane. Not only that, but the airport has recently added food trucks to the cell phone lot so you can get a bite while you wait.

But Newark’s cell phone lot has been missing in action for many years and only recently has been noted by travelers.

“While being dropped off at EWR last week, I noticed some signage which indicated there was a cell phone lot,” wrote “Deb” in 2013 on flyertalk.com, a web site where travelers have online conversations about the problems of flying. “We saw the blue sign near the hotel turnoff for the Marriott. Upon returning home, I’ve tried looking for information regarding this and find NOTHING!! Nothing when I Google search the topic. Was I dreaming? I hope not, as this is desperately needed because if you’ve ever tried to pick up someone at the airport…well, it’s a nightmare. Has anyone else seen this?”

Other travelers tried to help her, including “mduell,” who wrote, “Not that I know of, use the McDonalds at 1&9 northbound on North Ave East like everyone else.”

“Dee A.” of Cottonwood, Arizona, complained on Yelp!, the well-known website that allows members to review restaurants, hotels, stores — and even cell phone lots. “This was the first time going to this airport and I really appreciated the cell phone lot. However, I did NOT appreciate how freaking crowded the pick-up areas were in front of each terminal.  I was going to Terminal C and it took me 34 minutes to go from the cell phone lot to pick up my family!!!!  Because it was so crowded and my family said that the police that were “moving cars along” (but) left, and then 3-4 cars STOPPED AND WAITED and blocked ALL of us behind them! It was insane.”

Okay, so EWR is a little busier than other airports, and there can be delays. But at least having a cell phone lot is a gift for drivers who don’t want to arrive too early for a flight.

Just when drivers who pick up family or friends at EWR are complaining there’s no cell phone lot as other airports have, we find out there IS a cell phone lot. Newark Airport’s is located off Basilone Road in the south area of the airport at the end of parking area 1 (P1).

Basilone Road is named after John Basilone, a hero of World War II who was reared in Raritan, New Jersey, was awarded the Medal of Honor and was the subject of a bio-pic on HBO a few years ago.

The cell phone lot at EWR is less than five minutes away from all terminals. It is next to where taxis wait until they are called to the terminals. And yes, folks, it does have its own brochure, though it’s more like a flyer. Download it before heading out to the airport.

Limos are not allowed in the cell phone lot, but regular folks who have to make pick-ups are welcome to use the lot for free. No more waiting on highways and having the police wave you off! No more driving endlessly around the airport ring road while you await the call from your passengers that they’ve retrieved their baggage and are ready to walk out the airport doors. At least that’s the theory.

The cell phone lot is open daily from 7 a.m. to 1 a.m. The lot has 150 spaces, but because the cell phone lot is not well-known, the lot is hardly filled.

“I recently had to pick someone up from the airport and searched the internet for more than an hour until I found there is a cell phone lot,” said Evelyn Kuhlman from Stockton, New Jersey.

The Port Authority of New York and New Jersey, which operates the airport, installed the cell phone lot in 2014 when the Super Bowl was played at MetLife Stadium in the Meadowlands — years after cell phone lots were standard features at most major airports around the country. It has received scant mention, with the exception of a tiny paragraph on the website of the Port Authority of New York and New Jersey.

“There were some signs at the airport directing drivers to the cell phone lot,” said Kuhlman, “but they were quite small and hard to see.” She wondered why the Port Authority wasn’t spreading the word about the cell lot because it is such a convenience for drivers.

DIRECTIONS:

* For cars traveling south on Routes 1 and 9, enter the airport where signs say Main Terminals/North Area/South Area. At the fork follow signs for Parking A/B/C. You will be on a small circular inner road called Express Road. Take that to Brewster Road, turn left on Lindbergh Road in the area around the Gulf Gas Station & 7-Eleven. Right on Earhart Drive to Basilone Road. Make a right on Basilone Road and a right into the lot. Look for signs that say “Cell Lot.”

* For cars traveling north on Route 1 & 9, near airport make a slight right onto Brewster Road and follow it into airport zone. Right on Lindbergh Road, right on Earhart Drive, right on Basilone Road, and right into lot.

* For cars coming off the NJ Turnpike at Exit 13A, follow signs at the fork to Dowd Ave./Newark Airport/North Ave. West. Go one mile. Right on Basilone Road and left into the cell phone lot.

The first major airport in the New York/New Jersey area, Newark opened on October 1, 1928. Owned by the city, the airport soon became one of the busiest in the world, with over 90,000 passengers passing through in 1931. Competition from the New York Municipal Airport (LaGuardia), which opened in 1939, led to a significant loss of income, and Newark Mayor Meyer Ellenstein closed the airport in May 1940, although the NJ National Guard’s 119th Observation Squadron continued to operate at the location and a private company leased a newly built hangar.

The military took over the airport completely during World War II and it reopened under the administration of the Port Authority of New York and New Jersey following the war. The National Guard’s air wing was a presence at Newark Airport from its beginnings until the post World War II opening of Maguire Air Force Base.

By Joseph G. Bilby

Today’s New Jersey Air National Guard has its roots at Newark Airport. In September 1928, the United States War Department assigned two regular army soldiers to help organize the state’s first aviation support unit for the New Jersey National Guard’s 44th Division. At the time, the air arm was part of the army, and known as the “Army Air Corps.” The regulars worked with New Jersey National Guard officers and enlisted men interested in flying. They had completed their training and organizational mission by the end of 1929, with the formal establishment of the 119^th Observation Squadron.

New Jersey airfields were scarce in the 1920s, but the new unit had a home waiting for it at Newark Airport. Under the direction of the city’s mayor, Thomas Raymond, airport construction began on 68 acres of a 240-acre tract of marshland east of the city near U.S. Route 1 in late 1927. The airport site was also adjacent to Port Newark and major railroad lines, an ideal location for a military air unit as well as a commercial airline headquarters.

Newark Airport opened for business on October 1, 1928, and the 119th Observation Squadron became operational at the airport on January 30, 1930. The unit was assigned the numerical designation of the World War I era 119th Aero Squadron, and the War Department considered it the “reconstitution and consolidation” of that unit for lineage purposes, although the original organization had no formal connection with the state of New Jersey. Two hangers and an administrative office were built at the airport to accommodate the National Guard personnel and aircraft.

As an observation unit, the 119th was equipped with two seat biplanes, for a pilot and observer. The observer’s job was to photograph and record information and intelligence of tactical use to the ground forces in combat or to patrol the offshore waters looking for submarines. In the peaceful 1930s, however, the observer seat was occasionally filled by the sitting governor, particularly three term incumbent A. Harry Moore, who enjoyed flying and used the 119th for transportation to and from public events at Sea Girt, Camp Dix and other places. The governor had his own personal pilot, Lieutenant Colonel Robert L. Copsey of the 119th.

When Governor Moore was in residence at the National Guard Camp in Sea Girt during the summer, planes often flew down from Newark Airport to land and remain on the camp parade ground, ready for orders from the governor. They were there in September 1934, when the SS Morro Castle, on its way from Havana to New York, caught fire off the New Jersey coast. As the ship burned off Sea Girt, planes from the 119th, including one with Governor Moore aboard, helped direct rescue ships to the area.

Throughout the 1930s, the 119th Observation Squadron supported New Jersey National Guard activities. The unit participated in the 1931 “Mass Air Corps Maneuvers” and the 1935, 1939 and 1940 First Army Maneuvers. In September 1939, the 119th was ordered to fly to Cape May for a week of intensive training. Humanitarian missions for the squadron, in addition to the Morro Castle disaster, included assisting in search efforts for survivors following an airliner crash in the Adirondack Mountains.

Not all air operations ended successfully. On November 6, 1933, a plane from the 119th took off from Red Bank Airport on a return flight to Newark, crashed into a house on Peach Street in Shrewsbury and exploded. The pilot, Lieutenant George R. Johnson, his observer, and all five residents of the house, including two children, were killed in the accident. Johnson was a noted explorer of the era and considered “one of the best known aerial photographers in the world.”

In September 1940, with World War II on the horizon, the 119th Observation Squadron was called to active duty, and left Newark for points south. The unit participated in the massive Carolina Maneuvers of October and November 1941. Following Pearl Harbor, the 119th was detailed to coastal defense flights, looking for enemy U-Boats.

Although the 119th remained stateside, many members of the unit transferred to other outfits and served overseas. Perhaps the best known of these men was Donald Strait of Verona, an enlisted man who qualified as an aviation cadet and attended flight school at Maxwell Field, Alabama, in 1942. Rising to the rank of captain, he became an ace, credited with 13.5 aerial victories over German aircraft as a fighter pilot in the 356th Fighter Group. In the postwar era Strait served in the New Jersey Air National Guard, from which he retired as a major general in 1978.

In the spring of 1942, the army took over Newark Airport entirely, using the facility as a stopover point for fighter planes, including P40s and P51s, being ferried overseas. It was also a transit hub for wounded soldiers being transferred from a hospital in Staten Island to medical facilities closer to their homes.

During the war the army made significant physical improvements at the airport, including lengthening runways and building a new control tower, and in August 1945, held an air show featuring “Thumper,” the first B-29 bomber to return from the Pacific theater.

The 119th Observation Squadron never returned to Newark Airport. It was reconstituted as the New Jersey National Guard’s 119th Fighter Squadron, however, equipped with P-47 (later designated F-47) aircraft, and stationed at Newark in May 1946. The Air National Guard, now separate from the army as part of the Air Force, an independent branch of the service, maintained a significant presence at Newark Airport in the postwar era, including sponsoring a large air show in 1948. The Air Guard units eventually moved to Atlantic City and Maguire Air Force Base, but it is safe to say, however, that Newark Airport benefitted considerably from its years-long relationship with the New Jersey National Guard and the United States army and Air Force, which contributed much to both construction and public relations efforts in the airport’s early years.

United Airlines has announced it will “strengthen” its Newark hub by weakening — in fact eliminating for the most part — its JFK connection. In a news release designed to put a pretty face on the decision, United painted it as a chance to bring is “p.s.” aka “premium service” to Newark, making travelers’ trips there even cozier than before.

The release said:

Beginning October 25, all regularly scheduled Newark–Los Angeles and Newark–San Francisco flights will offer:

• flat-bed seats in the United BusinessFirst cabin;
• premium in-flight service;
• more extra-legroom Economy Plus seats than any other carrier; and
• modern interiors with in-flight Wi-Fi and personal on-demand entertainment with individual seatback monitors and power ports for customers in every row.

But all this may just be a smokescreen for United’s reduction of overall service — meaning total flights in and out of the region and where they land — instead of a slick upgrade for travelers. Some think it may not have been a good decision of the region, and maybe not even for people who live in New Jersey.

While this makes frequent users of EWR jump for joy, it essentially leaves New Yorkers — the type that hop a cab and say “Avanti — to the airport,” and the driver should know which one. For them to start saying “New-ark,” if the syllables can drop out of their mouths without afflicting a bizarre sense of righteous exasperation, means hiking it over the Hudson in the preferred method of New Yorkers — the big yellow taxi — without even so much as a thought of the availability of the train, bus or monorail.

The “real” reason for the premium service in Newark, or at least the apparent one, is that United said it has not made a profit at JFK for seven years because it had to offer passengers fewer connections to other cities. United sold its JFK slots to Delta Air Lines in exchange for purchasing Delta’s Newark slots, pending regulatory approval, according to the LA Business Journal. So the famous LAX-JFK route on United, made exotic and romantic in novels and television movies, will essentially come to a close, but apparently for good reason.

As the “hyper-local website” of Newark Liberty International Airport, EWRZone ought to be jumping for joy. Aren’t we supposed to be the chief booster? Well, in fact, this is good news for users of EWR. It means the missing link that has existed at JFK for quite a long time is “found” at EWR and, in fact, strengthened. But its portrayal as a boon to humanity does paint it on a little thick.

Here’s the typical scenario. A traveler from the west coast — perhaps from Hollywood, Silicon Valley, or one of the big West Coast banks — needs to get to London or Amsterdam in a hurry. This traveler might hop a plane from LAX or SFO to, at present, JFK. Then he or she would make the fast connection and get on a plane to Europe. Since most of United’s worldwide network is based in Newark, this traveler would have to change airlines, a pain in the Onepass, and then fly on. By changing the itinerary to Newark, this traveler might not even have to leave the gate area. It makes a lot of sense to United, though the enchantment of passing through the Greatest City in the World on the way to your destination must take a few swats.

Similarly, a tourist would look to this change as a way to stop off in the New York area and spend a few days seeing they sights before flying on to Europe. Many airlines, including United, offer excellent rates to delay the connection between cities. Who says you have to get off one plane and jump on another within minutes? Slow down, you fly too fast. Make the trip last and last. Find one of the hotels adjacent to EWR, toss down all your stuff, and use public transit or rent a car to “do” Manhattan. That can affect not just the concessions and franchises in the terminal, but also the many restaurants and hotels within a few miles.

According to zack.com, a business planning site, United plans to jump from 23 West Coast flights a day to 32, a major shift. No one is talking yet about the impact on traffic around the airport, but this might be a good time to start looking for available land if you want to build a hotel.

The old Continental Airlines, and now it successor, United, made a major bet on Newark many years ago. It seems that United now is jamming its eggs into that basket with greater force than ever. United is clearly the dominant carrier at EWR, which is not the case at JFK. As one approaches EWR from the N.J. Turnpike, the three terminals loom on the horizon, one of them half-full of United flights and the last one, the famous Terminal C, is completely United. By doing some fast permuting with Delta Airlines, United will play a fast shell game to switch gates at the two airports. Delta will inherit gates from United at JFK, and United will pick up gates at EWR.

According to The Bulletin, a website from Oregon, United contends that this change is not only going to be good for Newark; it will also be good for United. “We believe this makes us more competitive in New York,” said Megan McCarthy, a spokeswoman for United. “We are putting our best product where are customers are flying. We have a hub in Newark that can connect to points all over the world.”

United’s release on the subject painted a picture of a first-class traveler sleeping for, well, hours and hours.

“With the addition of p.s. service at Newark Liberty,” United said, “United customers flying on transcontinental flights to and from Newark in the BusinessFirst cabin will, for the first time, enjoy flat-bed comfort for their entire journey when connecting to and from flights across United’s extensive trans-Atlantic and trans-Pacific networks.”

It’s almost gratifying to tell your friends how many hours you had to stay awake on a hard chair from Los Angeles to Munich. Now, you can almost sleep too much. According to WebMD.com, too much sleep can be quite harmful. “Oversleeping has been linked to a host of medical problems, including diabetes, heart disease, and increased risk of death,” says the site.

It seems doubtful that anyone will face this problem, especially since everyone will have to be awakened at EWR, between legs of the journey. So the pilot might say over the speaker system, “Welcome to Newark. Time to get up and stretch your legs. Don’t forget to come back real soon, hear? We’ll be sleeping to Europe in jest a little while.”

On a more serious note, there are some major considerations about the JFK-to-Newark move which bode poorly for United. Andrew Bender of Forbes explains some of them here.

This whole move to Newark helps to explain United’s recent announcement that it is prettying up Terminal C at Newark.

United is partnering with OTG Management to transform shopping and dining in the terminal, which the airlines claims is “already one of the most modern airline terminals in the country, with high-end restaurants designed by internationally and regionally acclaimed chefs and gate areas updated with custom seating and tables.”

All that in Newark. What’s not to love?