BIRMINGHAM - 4
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Two years away before any start should be up and running about 2014 (latest estimates). The funding is getting there, it's just a matter of getting around the EU rules......Clearing of the site for the new tower has started and the build should start soon.
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Tower
I though that the clearance work taking place was for another new hotel. Are you sure its for the tower as it does not look to be in the correct area.
Centre cities
Centre cities
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Does anybody know the reason for the delay on EK39 today? A colleague has a friend on this flight who has been stuck in DXB, it has about a 5 hour delay.
Cheers
Noel
Cheers
Noel
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EK39
G-BHEN
EK39 landed 11.47 and EK40 departed at 14.01 per a BHX movement site,
sounds pretty good to me, a bit late but not bad.
EK38 went tech the other night and had to N/S but no problems today.
On the same note it was one of the 428 seat config this lunch-time with a 442 seat aircraft tonight - I assume loads are still good and we have yet to get to Easter.
Pete
EK39 landed 11.47 and EK40 departed at 14.01 per a BHX movement site,
sounds pretty good to me, a bit late but not bad.
EK38 went tech the other night and had to N/S but no problems today.
On the same note it was one of the 428 seat config this lunch-time with a 442 seat aircraft tonight - I assume loads are still good and we have yet to get to Easter.
Pete
Last edited by OltonPete; 23rd Mar 2010 at 17:09. Reason: added text
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Thanks Again to Olton pete.
Hi everyone. Looking at OP's stats for EK at both MAN and BHX - Is it not so small a wonder that BA's travails come to mind. 85,000? Pax a month traveling from the regions ( not forgetting NEW too) - Of course its not all people traveling onward to the Middle east, Asia and India - but a guess a fair few are ? - Therein lies a big problem - the old Anglocentric model of the shuttles feeding pax from the regions to LHR seems to be going out of favor - If a network serving the
US and Canada from the UK in a similar fashion, were to be established, with an interline / code share agreement, would this mean the end for BA as its now constituted ? .
CAT III
US and Canada from the UK in a similar fashion, were to be established, with an interline / code share agreement, would this mean the end for BA as its now constituted ? .
CAT III
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CATIII-NDB, echo the thanks to Pete, always a fascinating insight. I've often thought the same as you with regards to services to the US from the 'regions' as the vast majority of the UK is referred to by the London media. Continental to a oint are doing this but they're not (with respect) the biggest name and best marketers to really put a dent in the overall operation that BA have. If an airlines of the stature of say Virgin were to work out an interline agreement I'm sure they could do damage, not sure it would ever happen as they to are never going to gamble their LHR operation in this way.
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If you look at CO's operations, they are: daily to BRS, GLA, BHX, BFS and 2 daily to MAN and EDI. So they are offering 2752 seats on a daily basis from the regions. This is in addition to the 4 daily into LHR from the end of this month (which goes to 5 daily from October) which I believe is going to be something like 1 764s and 3 757s for summer (or around 1502 seats). In other words 4254 seats on the New York-Britain sector.
BA has 6 JFK services (think it's normally 2 747 and 4 777s) and 2 EWR service (both 777s) or around 3912 seats available from LHR. Have assumed 4-class aircraft for all services.
The benefit that we have in the regions is feeding into CO's hub at EWR with a travel time saving instead of going to LHR so it becomes a trade-off for the UK passenger (particulary for business class) of whether the extra luxury of F class is worth the extra time and price. They also
When we add in the rest of the States from the regions, we are only adding US on MAN-PHL and GLA-PHL, AA on MAN-JFK and MAN-ORD, and DL on MAN-ATL and MAN-JFK. Compare that to the rest of the transatlantic network ex-LHR for BA. The regions will always have to look at getting a carrier based in the States to provide the link which will normally be to their home hub only (and at the moment primarily linking into MAN) except in the following manner.
The one thing that an immunized BA and AA can offer the UK regions is the ablity to market themselves as a single carrier and could open up the prospects for more routes which would reduce the dependence on routing everyone through LHR because as it stands, BA would feel the effects of AA plying to the regions (one of the reasons why AA's MIA-MAN didn't prosper was the reluctance of BA to codeshare the service even though they were at liberty to do so as they believed it would impact on thier own MIA-LHR service). I would hope that in 5 years time, BHX would regain its ORD links with a prospect for JFK, with GLA or EDI having the same. NCL may yet see AA with a JFK link which would operate instead of cancelling before it begins. For MAN, up to 6 flights a day.
BA has 6 JFK services (think it's normally 2 747 and 4 777s) and 2 EWR service (both 777s) or around 3912 seats available from LHR. Have assumed 4-class aircraft for all services.
The benefit that we have in the regions is feeding into CO's hub at EWR with a travel time saving instead of going to LHR so it becomes a trade-off for the UK passenger (particulary for business class) of whether the extra luxury of F class is worth the extra time and price. They also
When we add in the rest of the States from the regions, we are only adding US on MAN-PHL and GLA-PHL, AA on MAN-JFK and MAN-ORD, and DL on MAN-ATL and MAN-JFK. Compare that to the rest of the transatlantic network ex-LHR for BA. The regions will always have to look at getting a carrier based in the States to provide the link which will normally be to their home hub only (and at the moment primarily linking into MAN) except in the following manner.
The one thing that an immunized BA and AA can offer the UK regions is the ablity to market themselves as a single carrier and could open up the prospects for more routes which would reduce the dependence on routing everyone through LHR because as it stands, BA would feel the effects of AA plying to the regions (one of the reasons why AA's MIA-MAN didn't prosper was the reluctance of BA to codeshare the service even though they were at liberty to do so as they believed it would impact on thier own MIA-LHR service). I would hope that in 5 years time, BHX would regain its ORD links with a prospect for JFK, with GLA or EDI having the same. NCL may yet see AA with a JFK link which would operate instead of cancelling before it begins. For MAN, up to 6 flights a day.
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BHX India Flight Campaign
Support our 'Fly India' Campaign
25 March 2010
A 20,000 signature petition is today being delivered to the Indian Government’s Minister for Civil Aviation in Delhi to show the strong demand in the Midlands for the reintroduction of direct non-stop flights between Birmingham and India. However, the two bosses leading the campaign say that there’s still much more that can be done and are urging the region’s business and Asian communities to get behind their ‘Fly India’ campaign to help them reinstate direct non-stop services.
Councillor Mike Whitby, leader of Birmingham City Council and organiser of the initial petition delivered today, explains, “The response received following the launch of my petition last October has been tremendous, with more than 20,000 signatures already received and the petition is now en route to India. Nevertheless, I am now working with the Airport to give the Fly India campaign another push and gain even more support so that we can demonstrate, with little doubt, the overwhelming demand for direct flights between Birmingham and India.
“The potential economical, social and cultural benefits to be reaped if these flights were in place would be significant and would be a real demonstration of the natural links that exist between Birmingham, the Midlands and India. It is also key to our status as a truly Global City in developing our ever-growing ties with the emerging markets in India and the wider sub-continent.
“What we need now is for the Indian community and businesses to get behind this campaign to ensure we send a powerful message to those airlines that are able to provide direct flights, such as Air India, Kingfisher and Jet Airways.“
The Midlands Asian market speaks for itself. There are 1.3m Indian people living in England and the city of Birmingham alone has five times as many Indians as the city of Manchester. Outside of London, the West Midlands has more Indians living within it than any other region in England, with 15% of England’s total, some 200,000 people.
Paul Kehoe, CEO of Birmingham Airport adds, “I’ve been the Chief Executive of the Airport now for over a year and I still find it incredible that although there are around 350,000 people of Indian origin living in the one hour catchment of the Airport, there hasn’t been a direct flight to India since October 2008.
“To secure its slots at Heathrow, Air India sadly moved its Delhi-Amritsar-Birmingham-Toronto in 2008 to the capital. During its three years at Birmingham however, demand was never a problem. In fact, in the last year of operation alone it carried 100,000 people between Amritsar, Delhi, Birmingham and Toronto and its load factors were often more than 85% full.
“We therefore want to give the power back to the community by asking them to support our campaign and give us the evidence so we can show prospective airlines and the Indian authorities that there’s a compelling case – both economic and social – for services to be reintroduced.”
There are three ways to get behind the campaign:
1. Sign the petition and make a comment at http://flyindia.birminghamairport.co.uk
2. Become a fan of the Fly India facebook page at www.facebook.com/FlyIndia
3. Feature a link from your website to the Fly India website at http://flyindia.birminghamairport.co.uk
PICTURE CAPTION: The region’s business community and supporters of the Fly India campaign are pictured at the airport (left to right), Aman Shahpuri Director Desitara, Dr Arun Bajaj of the Institute of Asian Businesses, Kathryn James of the NEC, Paul Kehoe CEO of Birmingham Airport, Ian Taylor of Marketing Birmingham, Jerry Blackett of Birmingham Chamber of Commerce, Mike Whitby leader of Birmingham City Council, Jas Sansi Photographer, singer Taz of Sterionation, Marc Reeves of the businessdesk.com and Andeep Mangal of Thapers Chartered Accountants, with dancers from the Bhangra Dance Academy (ltor) Manny Hothi, Sonny Taggar, Harbinder Gaddu.
25 March 2010
A 20,000 signature petition is today being delivered to the Indian Government’s Minister for Civil Aviation in Delhi to show the strong demand in the Midlands for the reintroduction of direct non-stop flights between Birmingham and India. However, the two bosses leading the campaign say that there’s still much more that can be done and are urging the region’s business and Asian communities to get behind their ‘Fly India’ campaign to help them reinstate direct non-stop services.
Councillor Mike Whitby, leader of Birmingham City Council and organiser of the initial petition delivered today, explains, “The response received following the launch of my petition last October has been tremendous, with more than 20,000 signatures already received and the petition is now en route to India. Nevertheless, I am now working with the Airport to give the Fly India campaign another push and gain even more support so that we can demonstrate, with little doubt, the overwhelming demand for direct flights between Birmingham and India.
“The potential economical, social and cultural benefits to be reaped if these flights were in place would be significant and would be a real demonstration of the natural links that exist between Birmingham, the Midlands and India. It is also key to our status as a truly Global City in developing our ever-growing ties with the emerging markets in India and the wider sub-continent.
“What we need now is for the Indian community and businesses to get behind this campaign to ensure we send a powerful message to those airlines that are able to provide direct flights, such as Air India, Kingfisher and Jet Airways.“
The Midlands Asian market speaks for itself. There are 1.3m Indian people living in England and the city of Birmingham alone has five times as many Indians as the city of Manchester. Outside of London, the West Midlands has more Indians living within it than any other region in England, with 15% of England’s total, some 200,000 people.
Paul Kehoe, CEO of Birmingham Airport adds, “I’ve been the Chief Executive of the Airport now for over a year and I still find it incredible that although there are around 350,000 people of Indian origin living in the one hour catchment of the Airport, there hasn’t been a direct flight to India since October 2008.
“To secure its slots at Heathrow, Air India sadly moved its Delhi-Amritsar-Birmingham-Toronto in 2008 to the capital. During its three years at Birmingham however, demand was never a problem. In fact, in the last year of operation alone it carried 100,000 people between Amritsar, Delhi, Birmingham and Toronto and its load factors were often more than 85% full.
“We therefore want to give the power back to the community by asking them to support our campaign and give us the evidence so we can show prospective airlines and the Indian authorities that there’s a compelling case – both economic and social – for services to be reintroduced.”
There are three ways to get behind the campaign:
1. Sign the petition and make a comment at http://flyindia.birminghamairport.co.uk
2. Become a fan of the Fly India facebook page at www.facebook.com/FlyIndia
3. Feature a link from your website to the Fly India website at http://flyindia.birminghamairport.co.uk
PICTURE CAPTION: The region’s business community and supporters of the Fly India campaign are pictured at the airport (left to right), Aman Shahpuri Director Desitara, Dr Arun Bajaj of the Institute of Asian Businesses, Kathryn James of the NEC, Paul Kehoe CEO of Birmingham Airport, Ian Taylor of Marketing Birmingham, Jerry Blackett of Birmingham Chamber of Commerce, Mike Whitby leader of Birmingham City Council, Jas Sansi Photographer, singer Taz of Sterionation, Marc Reeves of the businessdesk.com and Andeep Mangal of Thapers Chartered Accountants, with dancers from the Bhangra Dance Academy (ltor) Manny Hothi, Sonny Taggar, Harbinder Gaddu.
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I know Pax numbers aren't everything......
But I found this quite interesting, from 'The Scotsman' published yesterday........
This has been a long time coming. It's a pity that FR haven't done the same for Birmingham in terms of pax although without them we would really be struggling! And its not as if EDI relies solely on FR for its pax as they have a very good range of European 'legacy' carriers (apart from Swiss the same as is available at BHX) as well as strong operations by LS and EZY. What are BHX doing to 'reach for the sky'?[/font]
MANAGEMENT at Edinburgh airport are reaching for the sky after securing sixth place in the rankings of the UK's busiest airports.
Now the business is targeting a place in the top five after a major expansion by Ryanair helped the airport soar past Birmingham and move up a place.
The airport said it was closing in on fifth placed Luton and was on course to overtake it within months. Birmingham shrank by 5.4 per cent to 9.01m, while Luton was down by 8.6 per cent to 9.08m.The figures come days after The Scotsman revealed Edinburgh was now describing itself as "Scotland's airport of choice". An airport spokesman said Ryanair's expansion had "contributed significantly to our success". Edinburgh passengers for the airline more than doubled from 655,000 to 1.5m last year and are expected to reach 2m in 2010. It has 39 routes.
More than 40 airlines operate from Edinburgh, serving 110 destinations.
Managing director Gordon Dewar said: "We look forward to more growth in 2010 that will hopefully see us climb to the top five UK airports for the first time."
Now the business is targeting a place in the top five after a major expansion by Ryanair helped the airport soar past Birmingham and move up a place.
The airport said it was closing in on fifth placed Luton and was on course to overtake it within months. Birmingham shrank by 5.4 per cent to 9.01m, while Luton was down by 8.6 per cent to 9.08m.The figures come days after The Scotsman revealed Edinburgh was now describing itself as "Scotland's airport of choice". An airport spokesman said Ryanair's expansion had "contributed significantly to our success". Edinburgh passengers for the airline more than doubled from 655,000 to 1.5m last year and are expected to reach 2m in 2010. It has 39 routes.
More than 40 airlines operate from Edinburgh, serving 110 destinations.
Managing director Gordon Dewar said: "We look forward to more growth in 2010 that will hopefully see us climb to the top five UK airports for the first time."
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'Reaching for the sky'? - if the main way you've done that lately is to pack the place up with certain low-cost carriers (which I see on a weekly basis at Edinburgh) then it's rather more 'reaching for the lowest common demoninator'.
Edinburgh Airport's pride might be wiped off it's face when Ryanair disagrees about some airport charge and start pulling services to Prestwick (say) - as they are prone to do.
Edinburgh Airport's pride might be wiped off it's face when Ryanair disagrees about some airport charge and start pulling services to Prestwick (say) - as they are prone to do.
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There was a similar campaign a couple of years ago to re-instate Manchester - Tel Aviv flights by Manchester's 30,000 strong Jewish community. It's frankly nuts that there aren't BHX - India services, but as we can see, the golden paved runways of LHR take everything!
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Business traveller - agreed having FR as your growth carrier is not really reaching for the sky. But at present that seems to be where growth in terms of pax at regional airports comes from, like it or not. EDI would suffer if there was any kind of spat with FR. But so would BHX, IMO even more so. The fact that the FR base at BHX in terms of numbers of flights and estinations has contracted by a third (I seem to remember this figure from another poster) would indicate to me that it's maybe not a complete fall out but the relationship between BHX and FR must be frosty to say the least. Where would BHX be if FR did pull out? In a much worse position than EDI would be, who at least have EZY and LS to rely on. And remember EDI have overtaken BHX in pax figures even with the loss of Globespan, their once major based loco.
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Business traveller - agreed having FR as your growth carrier is not really reaching for the sky. But at present that seems to be where growth in terms of pax at regional airports comes from, like it or not. EDI would suffer if there was any kind of spat with FR. But so would BHX, IMO even more so. The fact that the FR base at BHX in terms of numbers of flights and estinations has contracted by a third (I seem to remember this figure from another poster) would indicate to me that it's maybe not a complete fall out but the relationship between BHX and FR must be frosty to say the least. Where would BHX be if FR did pull out? In a much worse position than EDI would be, who at least have EZY and LS to rely on. And remember EDI have overtaken BHX in pax figures even with the loss of Globespan, their once major based loco.
Many of the low cost passengers do not spend the money needed to supplement their low cost fare.
Many European airports have found that having thousands of FR pax has not helped their profits one iota.
What we need is more quality traffic to boost the shops and car parks....God help all airports when the long haul goes LoCo....
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EDI v BHX
Edinburgh is certainly on a roll at present and it has been a quick
turnaround as up to January their pax figures were awful with
decreases despite an extra two ryanair based compared to the
previous year.
Delta have gone, Lufthansa Frankfurt was down to just one
daily Frankfurt & just two daily AF. No Swiss, no Brussels Airlines
(do have SN), no SAS (there are other operators), no EK and
just one daily Aer Lingus.
Compared to BHX with 2 x EK daily, PK 4 weekly, LH FRA 4 daily,
LH MUC 3 Daily, DUS 3 daily, Air France 5 daily CDG and 2 daily LYS,
3 daily Swiss, 2 daily SAS, 5 daily EI (3 DUB/2 ORK).
All the above are winter frequencies, as BHX is a year-round airport
where EDI seems to live off 8-9 months.
The only service that EDI does better with year-round is probably
Newark but in winter it is fairly close.
If FR were able to fly their four planes this winter it would have been
quite a different story and I assume it is a case that they just cannot make money at BHX in winter on the routes they operate - no doubt they will say due to bhx charges but they new what they were before they started.
On a brighter note (or possibly) Viking are apparently showing three
short season flights from BHX to DLM (2) & BJV (1). The timings are
similar to existing flights by other airlines so it might not be good news
but time will tell.
Pete
turnaround as up to January their pax figures were awful with
decreases despite an extra two ryanair based compared to the
previous year.
Delta have gone, Lufthansa Frankfurt was down to just one
daily Frankfurt & just two daily AF. No Swiss, no Brussels Airlines
(do have SN), no SAS (there are other operators), no EK and
just one daily Aer Lingus.
Compared to BHX with 2 x EK daily, PK 4 weekly, LH FRA 4 daily,
LH MUC 3 Daily, DUS 3 daily, Air France 5 daily CDG and 2 daily LYS,
3 daily Swiss, 2 daily SAS, 5 daily EI (3 DUB/2 ORK).
All the above are winter frequencies, as BHX is a year-round airport
where EDI seems to live off 8-9 months.
The only service that EDI does better with year-round is probably
Newark but in winter it is fairly close.
If FR were able to fly their four planes this winter it would have been
quite a different story and I assume it is a case that they just cannot make money at BHX in winter on the routes they operate - no doubt they will say due to bhx charges but they new what they were before they started.
On a brighter note (or possibly) Viking are apparently showing three
short season flights from BHX to DLM (2) & BJV (1). The timings are
similar to existing flights by other airlines so it might not be good news
but time will tell.
Pete
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Edinburgh is certainly on a roll at present and it has been a quick
turnaround as up to January their pax figures were awful with
decreases despite an extra two ryanair based compared to the
previous year.
turnaround as up to January their pax figures were awful with
decreases despite an extra two ryanair based compared to the
previous year.
All the above are winter frequencies, as BHX is a year-round airport
where EDI seems to live off 8-9 months.
where EDI seems to live off 8-9 months.
The only service that EDI does better with year-round is probably
Newark but in winter it is fairly close.
Newark but in winter it is fairly close.
For Charter traffic BHX has over 10 times as much as EDI. This mainly causes the skewing of the BHX traffic to the summer.
The reverse is true for domestic with EDI having almost 4 times more (and almost as many as Heathrow!) however domestic travel generally is in decline year on year.
Curious about the Lyons statement as EDI carried more scheduled pax than BHX in Feb.
Ex