if stobarts plans for carlisle airport get the go ahead flights from carlisle to southend would DEP CAX 07.50 ARR SEN 08.15 DPT SEN 08.40 ARR CAX 09.50. This is a proposed scheduale using a Carlisle based ATR 42.But depends on wether carlisle district council are willing or wanting any flights.with the ATR based at CAX it could fly to dublin and possibly connect with flights to the USA
The plan for Carlisle is to upgrade the runway, build a small new terminal and run a few pax flights and few cargo flights apart from that the rest of the site will be used by the haulage division with a large warehouse build too.
Suggest you have a look at the Carlisle thread for the up to date position. In summary, Stobart's have applied for planning permission to upgrade/redevelop the airport but this has yet to be granted - and no, the redevelopment doesn't include an ILS. As part of the planning process, Aer Arran have written a letter to the council saying they will fly to Southend and Dublin.
I would suggest that by the time the CAX infrastucture is capable of supporting the route all the ATR-42s will have been disposed of. In other words it will be several years before if could become a reality and I assume the suggested timetable has been published now solely in support of the current planning application.
Might I suggest that these timings were purely indicative of a sample schedule, should planning be approved, and therefore they have no relevance to any actual service, which will depend on the relevant operator willingness and airport cooperation at the time.
I second what dj6 has already said - utterly pointless to fly to deepest Essex when going up against a train service that is largely under-used.
Remember - this route would have to survive on its own merits, whereas the train will continue to exist regardless, as Carlisle is on the way to somewhere else. Much easier to take advantage of that face and stop pretending people will want to fly to somewhere and then spend an hour to get into London to save what - an hour?
Carlisle-Euston takes 3h25m on a train which runs every hour. Carlisle is not a huge city and is surrounded by large swathes of countryside with 2 large national parks nearby. May I ask what the proposed customer base is for this new CAX-SEN route ?
davidjohnson6 - Let's also look at it the other way round. Southend to London's an hour by train; crossing London to Euston takes the best part of another hour. People from Essex travelling to The Lake District, Northumberland, and the Cumbria/Lancashire M6 corridor, as well as South West Scotland and the Borders could use this flight and avoid adding to the congestion of London in rush hour.
"will this route actually make any money" is irrelevant, it's about getting planning permission.
It's that simple.
Agreed - that is a totally different kettle of fish, although of course routes can vanish much more quickly than buildings can. If the new route forms part of a binding Section 106, will this be the first time a commercial UK airport operator has been forced to add flights, rather than to have a cap on flights?
Let's also look at it the other way round. Southend to London's an hour by train; crossing London to Euston takes the best part of another hour. People from Essex travelling to The Lake District, Northumberland, and the Cumbria/Lancashire M6 corridor, as well as South West Scotland and the Borders could use this flight and avoid adding to the congestion of London in rush hour.
Yes, of course they could, but the initial question was about whether or not they would, and whether they would do so in enough numbers to sustain the route.
You could apply the same logic to LGW or LTN - each of the "London" airports has its own local catchment area in addition to the parts of London that are near it (including Stratford / Docklands etc for SEN), but the core catchment is still central London.
You might look at INV and say it too has a large catchment around it. However, even with significantly less population than CAX, INV can sustain multiple routes to London because it only has one direct train per day, and is at the end of the route, not a stop which is on the way to somewhere else - infact somewheres elses if we count the daily VT to Waverley - and ditto for why a route to BHX would be unsustainable, given the passing XC rail traffic.
So let's assume there is a binding requirement for the route to operate, and it can even get reasonable loads on some of the weekday morning services, but yields are poor - just as they are if you compare VT prices to Glasgow with those to Manchester.
Do they just continue to run the route at a loss? What if they sell RE? There is always going to be a get out clause.