HEATHROW
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I presume that EasyJet will not be able to fill two daily aircraft simply with point to point passengers from Gatwick's catchment area
Weren't VS proposing an A330 on this route? So offer twice the frequency, use aggressive YM, plug into the already sizeable business and leisure user base they have at LGW, where's the problem, apart from in the unfair gospel according to the Bearded one? Or are there gremlins out to get him in the CAA aswell as the DfT?
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They (EasyJet) are claiming a starter fare of £125 return
"Return fares will start from £125 ($201), the airline says." Flightglobal 25.10.12
Eaayjet will likely price London-Moscow roughly the same as London-Tel Aviv.
There is the very rare return to Tel Aviv for about 125 or 150 pounds but they are rare. Most cost rather more cash - do a dummy booking for yourself
There is the very rare return to Tel Aviv for about 125 or 150 pounds but they are rare. Most cost rather more cash - do a dummy booking for yourself
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Unlikely to mean every seat will be £125 return
Of course they won't sell more than a couple of rows at this price, but it is still lower than what Virgin would have offered, and that has to be weighed against the opportunities for onward connections, which BA already do on a much greater scale.
Beardie might not like hearing this, but I rather suspect the CAA was more interested in the perception of Easyjet as being better value than his airline, than they would have been about onward connections, which do not directly benefit London passengers.
In fact, if we assume that Virgin would have offered a daily A330 with similar seat numbers as a twice daily A320, then offering connections means they are selling seats which would otherwise go to the London market, quite possibly at a lower price.
I'm not sure the difference in departure airport would have been that significant.
Last edited by jabird; 28th Oct 2012 at 13:01.
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TRAFFIC FIGURES
I see in the latest BAA blurb passenger numbers at Heathrow for July and August 2012 were 400,000 down on last year the company stating the ´´Olympic´´ factor. I thought they were expecting an increase of passengers with one forecast saying that every seat on every aircraft would be taken! It just goes to show that some people running the world´s busiest international airport haven´t got a clue but are on nice little earners!
Chinese buy 10% of LHR
China's sovereign wealth fund CIC has bought a 10% stake, partly from Ferrovial, in the holding company which owns Heathrow:
www.bbc.co.uk/news/business-20163907
www.bbc.co.uk/news/business-20163907
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Originally Posted by compton3bravo
I see in the latest BAA blurb passenger numbers at Heathrow for July and August 2012 were 400,000 down on last year the company stating the ´´Olympic´´ factor. I thought they were expecting an increase of passengers with one forecast saying that every seat on every aircraft would be taken! It just goes to show that some people running the world´s busiest international airport haven´t got a clue but are on nice little earners!
10% of the Heathrow Topco for £450m values it at £4.5 bn. How much did Ferrovial pay for BAA some years ago ? £11bn plus all the costs ?
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If it exists at all, I'd guess it refers to the peak inbound dates and peak outbound dates surrounding the games.
values it at £4.5 bn
I see in the latest BAA blurb passenger numbers at Heathrow for July and August 2012 were 400,000 down on last year the company stating the ´´Olympic´´ factor. I thought they were expecting an increase of passengers with one forecast saying that every seat on every aircraft would be taken! It just goes to show that some people running the world´s busiest international airport haven´t got a clue but are on nice little earners!
I spent a weekend night in London just before the games and paid less than I would have at any other time I can remember, OTOH the hotel was looking to charge £300+ per night basic rate during Olympics.
As been said there was displacement as Athletes and those attending the games displaced the thousands who would normally come to London in July / August.
it's now seven weeks since the commission was announced, but neither its terms of reference nor details of who the other members are have yet been announced.
"Services Authority chief Sir Howard Davies today introduced his five-strong team that will form the Government-ordered Airports Commission.
Sir Howard, who is also a former CBI boss, joked that his fellow commissioners were acting "for the love of it" as all have chosen not to be paid.
These are the other commissioners:
Sir John Armitt – has had the massively high-profile job as chairman of the Olympic Delivery Authority and is a former chief executive of rail infrastructure company Network Rail. Previous posts have included boss of Union Railways, the company responsible for developing the HS1 – the high-speed Channel Tunnel rail link.
Professor Ricky Burdett – Professor of Urban Studies at the London School of Economics and director of the LSE Cities research centre. He was chief adviser on architecture and urbanism for the London 2012 Olympics and architectural adviser to the Mayor of London from 2001 to 2006.
Vivienne Cox – A former chief executive and executive vice president of BP Alternative Energy and a former member of the BP Executive Management Team. She is the lead independent director on the board of the Department for International Development.
Professor Dame Julia King – Vice Chancellor of Aston University and a member of the Committee on Climate Change. She held a number of senior business and engineering posts at Rolls-Royce, in both the aerospace and marine businesses, between 1994 and 2002.
Geoff Muirhead – The former chief executive of the Manchester Airport Group. He was responsible for leading the planning and delivery of Manchester Airport’s second runway – the only full-length runway constructed in the UK since the Second World War.
The commissioners will be assisted by a panel of experts and can call on Government departmental funds to cover any extra work involving consultants if necessary."
(Terms of Reference to follow)
Davies Commission terms of reference:
"The Commission will examine the scale and timing of any requirement for additional capacity to maintain the UK’s position as Europe’s most important aviation hub; and it will identify and evaluate how any need for additional capacity should be met in the short, medium and long term.
It should maintain a UK-wide perspective, taking appropriate account of the national, regional and local implications of any proposals.
It should engage openly with interested parties and members of the public, providing opportunities to submit evidence and proposals and to set out views relevant to its work.
It should seek to engage with a range of stakeholders, including with local and devolved government as well as the Opposition, to build consensus in support of its approach and recommendations.
The Commission should report no later than the end of 2013 on:
o Its assessment of the evidence on the nature, scale and timing of the steps needed to maintain the UK’s global hub status; and
o Its recommendation(s) for immediate actions to improve the use of existing runway capacity in the next five years – consistent with credible long term options;
The assessments and recommendations in the Commission’s interim report should be underpinned by a detailed review of the evidence in relation to the current position in the UK with regard to aviation demand and connectivity, forecasts for how these are likely to develop, and the expected future pattern of the UK’s requirements for international and domestic connectivity.
Its assessments of potential immediate actions should take into account their economic, social and environmental costs and benefits, and their operational deliverability. It should also be informed by an initial high-level assessment of the credible long-term options which merit further detailed development.
The Commission should report no later than summer 2015 on:
o Its assessment of the options for meeting the UK’s international connectivity needs, including their economic, social and environmental impact;
o Its recommendation(s) for the optimum approach to meeting any needs; and
o Its recommendation(s) for ensuring that the need is met as expeditiously as practicable within the required timescale.
The Commission should base the recommendations in its final report on a detailed consideration of the case for each of the credible options. This should include the development or examination of detailed business cases and environmental assessments for each option, as well as consideration of their operational, commercial and technical viability.
As part of its final report in summer 2015, it should also provide materials, based on this detailed analysis, which will support the Government in preparing a National Policy Statement to accelerate the resolution of any future planning applications for major airports infrastructure."
"The Commission will examine the scale and timing of any requirement for additional capacity to maintain the UK’s position as Europe’s most important aviation hub; and it will identify and evaluate how any need for additional capacity should be met in the short, medium and long term.
It should maintain a UK-wide perspective, taking appropriate account of the national, regional and local implications of any proposals.
It should engage openly with interested parties and members of the public, providing opportunities to submit evidence and proposals and to set out views relevant to its work.
It should seek to engage with a range of stakeholders, including with local and devolved government as well as the Opposition, to build consensus in support of its approach and recommendations.
The Commission should report no later than the end of 2013 on:
o Its assessment of the evidence on the nature, scale and timing of the steps needed to maintain the UK’s global hub status; and
o Its recommendation(s) for immediate actions to improve the use of existing runway capacity in the next five years – consistent with credible long term options;
The assessments and recommendations in the Commission’s interim report should be underpinned by a detailed review of the evidence in relation to the current position in the UK with regard to aviation demand and connectivity, forecasts for how these are likely to develop, and the expected future pattern of the UK’s requirements for international and domestic connectivity.
Its assessments of potential immediate actions should take into account their economic, social and environmental costs and benefits, and their operational deliverability. It should also be informed by an initial high-level assessment of the credible long-term options which merit further detailed development.
The Commission should report no later than summer 2015 on:
o Its assessment of the options for meeting the UK’s international connectivity needs, including their economic, social and environmental impact;
o Its recommendation(s) for the optimum approach to meeting any needs; and
o Its recommendation(s) for ensuring that the need is met as expeditiously as practicable within the required timescale.
The Commission should base the recommendations in its final report on a detailed consideration of the case for each of the credible options. This should include the development or examination of detailed business cases and environmental assessments for each option, as well as consideration of their operational, commercial and technical viability.
As part of its final report in summer 2015, it should also provide materials, based on this detailed analysis, which will support the Government in preparing a National Policy Statement to accelerate the resolution of any future planning applications for major airports infrastructure."
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As you know I'm against expanding LHR but this team looks like a real Sir Humphrey stitch - up
Sir Howard = a safe pair of hands
These are the other commissioners:
Sir John Armitt – a railway man through & through - not likely to support expansion
Professor Ricky Burdett – no-one has ever found a planner who thinks LHR is in the right place
Vivienne Cox – Alternative energy people don't like LHR either
Professor Dame Julia King – Climate change academic - not likely to support LHR
Geoff Muirhead – The former chief executive of the Manchester Airport Group. - now there is man who will back expanding LHR rather than a regional strategy - I don't think
Sir Howard = a safe pair of hands
These are the other commissioners:
Sir John Armitt – a railway man through & through - not likely to support expansion
Professor Ricky Burdett – no-one has ever found a planner who thinks LHR is in the right place
Vivienne Cox – Alternative energy people don't like LHR either
Professor Dame Julia King – Climate change academic - not likely to support LHR
Geoff Muirhead – The former chief executive of the Manchester Airport Group. - now there is man who will back expanding LHR rather than a regional strategy - I don't think
Last edited by Heathrow Harry; 2nd Nov 2012 at 16:11.
And no prizes for guessing what deliverable no 2 of the interim (2013) report "recommendation(s) for immediate actions to improve the use of existing runway capacity in the next five years" is going to say.
the only full-length runway constructed in the UK since the Second World War.
Liverpool, Edinburgh and East Midlands spring to mind ..........
With such inaccuracy (presumably taken from his CV), the committee is sure off to a good start.
How does one interpret ''full-length'' runway ? What distance does a runway become a ''full length''
With such inaccuracy (presumably taken from his CV), the committee is sure off to a good start.
Still, he wouldn't be the first person to embroider his CV.
In a previous discussion on this topic here
http://www.pprune.org/airlines-airpo...-built-uk.html
LSG6753 helpfully pointed out that the Government has in the past used 3000m+ as the criterion for defining a "full-length" runway.
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Any others ?
The others were main runways - ie without them you wouldn't have an airport?
this team looks like a real Sir Humphrey stitch - up
Unless:
railway man through & through
Professor Ricky Burdett – no-one has ever found a planner who thinks LHR is in the right place
Vivienne Cox – Alternative energy people don't like LHR either
Professor Dame Julia King – Climate change academic - not likely to support LHR
Of course, far easier to do nothing, or to play on her Aston connections and promote the Birmingham "Solution".
Geoff Muirhead – The former chief executive of the Manchester Airport Group. - now there is man who will back expanding LHR rather than a regional strategy - I don't think.
So not a single person who has actually worked for one of those companies that operates those new fangled metal bird thingies?