Traveling to and from South Florida? See some new flights and airport changes
Travelers heading to or from South Florida have new flight options and airport upgrades this year.
Miami International Airport now offers new routes to the Dominican Republic through Arajet, with daily service to Santo Domingo and Punta Cana. American Airlines has expanded service to Rome and Paris, while Icelandair has started flights to Reykjavik. Fort Lauderdale sees added routes, too, with JetBlue resuming service to Philadelphia and Guayaquil.
Miami International is also investing $9 billion in upgrades, such as a new hotel and modernized terminals, to support record passenger growth.
The holiday decorations near U.S. Customs at Miami International Airport on Thursday, Nov. 21, 2024. By D.A. Varela
NO. 1: WHAT DOES RECORD-BREAKING GROWTH AT MIA MEAN FOR YOU? MORE TRAVELERS, CARGO — AND CHANGES
What to know about Miami International Airport's status as a global hub. | Published February 24, 2025 | Read Full Story by Vinod Sreeharsha
Arajet 737-8 takes off, June 10, 2024
NO. 2: AIRLINES ARE PLANNING NEW FLIGHTS AT MIAMI AND FORT LAUDERDALE AIRPORTS. TAKE A LOOK
Here are details on destinations. | Published March 8, 2025 | Read Full Story by Miami Herald Archives
JetBlue planes wait at the gate at Fort Lauderdale-Hollywood International Airport in 2020. By Mark Konezny
NO. 3: JETBLUE JUST ADDED 2 ROUTES AT FLL FOR YOUR SUMMER TRAVEL. SEE FLIGHT DETAILS
The details on where and when. | Published April 11, 2025 | Read Full Story by Vinod Sreeharsha
Co-Pilot Robert Pena (left) and CEO Victor Pacheco Mendez, wave US and Dominican Republic flags as the first Arajet Airlines, arrive at Miami International Airport. Arajet is the flagship carrier of the Dominican Republic, marking a major milestone for both the airline and the Dominican aviation industry, on Friday April 11, 2025. By Pedro Portal
NO. 4: TRAVEL BETWEEN MIAMI AND THE DR JUST GOT EASIER. WHAT TO KNOW ABOUT FLIGHTS
'It's going to be a great opportunity for people.' | Published April 11, 2025 | Read Full Story by Vinod Sreeharsha
The summary above was drafted with the help of AI tools and edited by journalists in our News division. All stories listed were reported, written and edited by McClatchy journalists.
Hashtags

Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Yahoo
2 days ago
- Yahoo
Running on Ice: Miami takes giant leap in fresh‑food logistics with $141M cold chain hub
Miami is cementing its position as a major gateway for perishable goods into the U.S. with the groundbreaking of a cutting-edge cold storage and phytosanitary facility at Miami International Airport (MIA). This $141 million project, part of a public-private partnership between the airport and PortMiami, ushered in a new era for fresh produce, seafood, and flower imports along the East Coast. Set to open in 2027, the sprawling 340,000‑square‑foot complex, about six football fields in size, will boost MIA's cold storage capacity by 50%, adding around 1.5 million tons per year of refrigerated space. Eighty percent of the facility will be devoted to temperature‑controlled cold storage, with the remainder serving as cutting‑edge treatment zones. Notably, 20% of the space will feature USDA‑certified, non‑chemical pest‑control technology that relies on electron‑beam pasteurization, allowing quicker inspections and better fruit quality by replacing dated fumigation methods. This capital injection follows a July 2024 lease approval for a four‑story freight terminal, which is expected to handle an additional 2 million tons of cargo through PortMiami. With MIA handling a record 3 million tons of cargo in 2024, including 90,000 tons of floral imports for Valentine's Day alone, the need for modernized storage and plant health inspections has never been greater. Subscribe to the newsletter to get the full edition in your inbox every Friday The post Running on Ice: Miami takes giant leap in fresh‑food logistics with $141M cold chain hub appeared first on FreightWaves.


Atlantic
2 days ago
- Atlantic
Decent Airplane Wi-Fi Will Forever Be Just a Year Away
'Wi-Fi is available on this flight,' the flight attendant announced on a recent trip I took from New York City to St. Louis. She recited her routine by rote, and Wi-Fi is among the details that now need to be conveyed, along with explaining how to use a seatbelt and enjoining passengers not to smoke e-cigarettes on board. But when the time came to use the Wi-Fi, the service didn't work. Eventually, enough people noticed this that the crew 'rebooted' it, after which it still didn't work. A new announcement acknowledged that Wi-Fi was, in fact, not available on this flight (and offered an apology). This was the can't even access the portal kind of failure, but I've frequently encountered others, including can log in but not connect and so slow as to be worse than nothing. And then, at other times, the internet works great—as reliably as it does in an office building. For two decades now, in-flight Wi-Fi has occupied this limbo between miracle and catastrophe. Way back in 2008, on Conan O'Brien's late-night show, Louis C.K. told the story of a man who was complaining about the in-flight Wi-Fi not working mere moments after learning of its existence. 'Everything is amazing right now and nobody's happy,' the comedian joked. The bit was never quite right—nobody was happy because services such as in-flight Wi-Fi were not yet amazing, actually. A chasm separated the service's promise and its reality. Today, 17 years later, I sense that same distance when I try to go online in the air. The matter feels more urgent now that more airlines, including JetBlue, Delta, and soon American and United, are offering free, purportedly better in-flight Wi-Fi (mainly to loyalty members so far). Air travel is neither a haven for offline delight nor a reliable place to carry out normal online life. Either option would be welcome, because each would be definitive. Instead, one is left to wonder if the hours about to be spent in flight can be filled with scrolling, shopping, Slacking, and tapping at Google Docs—or not. I set out to learn why. Is the issue technological? Are the airlines promising more service than they can deliver? Most of all, I wanted to know if this situation will ever be fixed, making airplane Wi-Fi feel as brisk and reliable as it does elsewhere. The answer, it turns out, is familiar: soon, any day now, probably next year. Because it's the thing they use most often and turn on directly, people use Wi-Fi as a nickname for internet access in general. ('The Wi-Fi is down,' your spouse or child might say.) But the Wi-Fi part of airplane Wi-Fi—the access points in the plane that appear as Delta Wi-Fi or whatever on your computer or smartphone—is almost never part of the problem. Instead, the problem is the pipe to which the Wi-Fi connects—the in-flight equivalent of the cable or fiber that delivers internet service to your house. An airplane flies in the air, and there are two ways to get the internet to connect to such a place: from above or below. At first, the only option was down. If you're old enough to remember the September 11 attacks, you might also recall the Airfone service on some airlines—a phone handset stuffed into the seatback. These phones used air-to-ground communication, meaning that the signal was sent from the plane to a relay on the ground. Airfone (and its competitors) were expensive, didn't work well, and few people used them. But that technology would be repurposed for early in-flight internet, offered via providers such as Gogo Inflight. Jack Mandala, the CEO of Seamless Air Alliance, a standards organization for in-flight connectivity, told me that air-to-ground works like your cellphone—the bottom of the plane needs a view (metaphorically speaking) of base stations from the air. That's why, for a time, you could use in-flight internet only over 10,000 feet. It's also why the service is unreliable. Just like your cellphone might hit a dead spot, so can your airplane. Air-to-ground bandwidth was limited, meaning that the service would get worse as more people on a plane used it. And finally, air-to-ground service operates extremely slowly when it sends data down to the ground—this is why sending an email attachment or texting an image from a plane can take an eternity, before possibly failing completely. Going up instead of down mostly solved these issues. Around the time of Louis C.K.'s Conan bit, airlines began offering internet service to planes via satellite communication. The improved speed and reliability allowed JetBlue to provide the industry's first free in-flight internet to commercial passengers, in 2013. According to Mandala, satellite services are easier to scale as more planes adopt them and more passengers use them. Satellite also has the benefit of being usable over water, in bad weather, and on the ground. The problem is that having viable technology is different from rolling it out seamlessly everywhere. Doing so requires investing in the equipment and service, and that requires time and money. In 2019, Delta, for instance, made a commitment to roll out free Wi-Fi across its entire fleet. Joseph Eddy, the airline's director of cabin and in-flight entertainment and connectivity, told me that Delta's effort is still ongoing. Unlike hotels or convention centers, Eddy reminded me, aircraft are highly regulated. Each type of aircraft needs to be configured differently, and a big airline such as Delta—or American, which told me it will also soon have 1,500 aircraft of its own with Wi-Fi service—requires some planning. 'We need to make software upgrades. We need to make sure we have all the satellite coverage that we need to ensure that we have enough capacity and the experience is as good as possible,' Heather Garboden, American Airlines' chief customer officer, told me. But, hold up: American is the carrier I fly most these days, and I keep finding myself unable to use the internet. Garboden confirmed that American is still transitioning its regional jets to satellite service—many are still using air-to-ground. And that's exactly the kind of plane I was on from New York. Delta's Eddy told me that its regional jets and some short-haul planes, including the Boeing 717, are also still operating on air-to-ground service. In both cases, the airlines made a deliberate choice to invest first in the routes and planes that carry the most passengers—big, mainline jets. That means that if you're flying on a long flight across or between continents, or on an airline with fewer types of planes, such as JetBlue or Southwest, you might have a better shot at reliable internet. And if you're on a small or regional jet, chances are greater that the Wi-Fi won't work, or won't work well. Eddy told me that Bombardier CRJ regional jets have proved more troubling to certify for the satellite antennas that sit on top of the fuselage, because of the aircraft's rear-mounted engines. 'You can't allow any form of debris to fly off the antenna at all,' he said. If you board a plane and Wi-Fi isn't available on the ground, that's a sign that your aircraft is still using air-to-ground service. Good luck. * * * Beyond the technology itself, the expectation of always being connected is also driving flier perceptions of in-flight internet performance. Fliers are only now starting to take in-flight internet access as a given, rather than viewing it as a surcharged luxury. Eddy thinks the tide started to turn during COVID. Even though people weren't flying as much, everyone became more familiar with digital tools—Zoom, but also Slack, Teams, Google Docs—that might once have been lesser known. When travel resumed, those expectations made in-flight Wi-Fi 'significantly more important,' Eddy said. American Airlines' Garboden added that a younger, always-online generation is buying tickets now—26 percent of the airline's customers are Gen Z and younger, she told me. For both airlines, the evolution of in-flight entertainment has reinforced the need for internet service. American delivers its movies and shows directly to its passengers' devices; once those people are already staring at their phones, habit makes them expect to be able to switch to email or a social-media app. But Delta, which offers seatback screens on most of its planes, believes that having a television in front of you also now implies the need for internet. 'If you look at the younger generations, they're at home watching Netflix and they're playing on their phone. They're doing both almost constantly,' Eddy said, adding that 20 percent of Delta's Wi-Fi customers use more than one device at a time. Competition and passenger expectations may be the key to making in-flight internet work for good. After 9/11, the domestic airline industry devolved into pure carriage, stripping away all comforts in the name of safety—and profit. That appears to be changing. Nomadix, the company that invented the enter-your-name-and-room-number hotel internet service more than 25 years ago, told me that the quality of Wi-Fi is one of the top three factors in customer satisfaction at every hotel property. That's because hotels are in the hospitality business, and catering to customer comfort (not to mention facilitating work for business travelers) is core to their success. Airlines haven't been as concerned with making flyers content in the cabin, but both Delta and American admitted that in-flight internet service is transitioning from an amenity into part of the hard product. 'You would expect that your seat is there, right? Wi-Fi has become that for us,' Eddy said. Almost overnight, he told me, Wi-Fi went from having no impact on people choosing Delta to being 'more important than flight times and airports.' For now, consistency is the missing ingredient. This is what Louis C.K. failed to grasp: The issue has never been the flying public's unwillingness to marvel at the miracles of human invention, but rather, the fact that carriers appear to make promises and then fail to deliver on them. Now that customer expectations, technological feasibility, and airline investments all align, it should just be a matter of time before the air is as well connected as the ground. But how much time? Delta initially promised 'fast, free Wi-Fi' across its global fleet by the end of 2024, but now the airline thinks reaching that milestone will take until the first half of 2026. Garboden said American is on track for early 2026. United also plans to offer free satellite Wi-Fi across its entire fleet, but offered no projected date for full rollout. Like cabin safety or timely arrival, until every passenger on every flight feels confident that the internet will take off along with their bodies and their luggage, the service doesn't really exist, because it can't be relied upon. Internet in the air is both a concrete advancement that's mature and widespread, and a conceptual one frequently deferred into the future. That future may come, and perhaps even soon. Or it might not. Just like the Wi-Fi on your next flight.
Yahoo
3 days ago
- Yahoo
GSK's Blenrep combos approved for multiple myeloma in EU
GSK has secured approval in the European Union (EU) for Blenrep combinations to treat adults with relapsed or refractory multiple myeloma. The therapy received approval for use in combination with bortezomib plus dexamethasone (BVd) and pomalidomide plus dexamethasone (BPd) in patients who had received a minimum of one previous therapy, including lenalidomide. The approval was supported by efficacy results from the pivotal DREAMM-7 and DREAMM-8 Phase III trials, which demonstrated clinically meaningful improvements in progression-free survival (PFS) for Blenrep combinations compared to standard triplet therapies in both studies. In DREAMM-7, Blenrep combinations also showed improved overall survival (OS) compared to a daratumumab-based triplet. The tolerability and profiles of the combinations were consistent with the established profiles of the individual components. GSK oncology research and development global head and senior vice-president Hesham Abdullah stated: 'Today's approval of Blenrep combinations is a redefining moment for patients with relapsed or refractory multiple myeloma in the EU. 'Blenrep has the potential to extend remission and survival, with superior efficacy versus standards of care in our DREAMM clinical trial programme and the option to administer in both academic and community-based settings.' The combinations also secured approval in relapsed or refractory multiple myeloma in Japan, the UK and other markets, including Switzerland and Canada, based on the findings from DREAMM-8. Meanwhile, the US Food and Drug Administration (FDA) has extended the review period for the biologics licence application (BLA) submitted by the company for Blenrep combinations for the same indication. The new Prescription Drug User Fee Act action date is set for 23 October 2025, allowing the FDA additional time to evaluate the supplementary information provided in support of the BLA. "GSK's Blenrep combos approved for multiple myeloma in EU" was originally created and published by Pharmaceutical Technology, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data