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British Airways - 2

Old 21st Dec 2012, 19:39
  #2361 (permalink)  
 
Join Date: Aug 2002
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No one is going to ever change BALHR's mind and I honestly think engaging him is a waste of effort as he is one of these guys who just doesn't get it.
He's the one and only person on my ignore list (!) Except people keep quoting back the garbage he is spouting so there's no escape from such drivel!
Much better suited to " Waterside " which i think he may be from to start with ,
He does NOT work for BA!!! Just imagine if he did (!)

In other news.....

BA are adding a fourth daily LHR-BOS for the summer which will in part compensate for American dropping the route entirely! Losing three daily B757s and gaining one B744 / B772, so good news on the yield front I imagine.

Leeds route will grow over time.
No it will wither and die over the summer as the schedule is designed to run at a loss and be unattractive to business. Unless they give it a night stopper and an early into LHR, making use of a prime time slot, it's not useful for P2P. Without a good P2P mix to balance out connections, it will bleed red. The summer sees a first Southbound at 1135. Unless that changes, they're not serious about serving LBA.

Last edited by Skipness One Echo; 21st Dec 2012 at 19:49.
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Old 21st Dec 2012, 19:41
  #2362 (permalink)  
 
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Quote: "It is also true that there has been nothing stopping BA launching new routes to Asia if it really wanted to do. What doesn't help BA in Asia is:

a) LHR's position in Western Europe means it is not placed to pick up connecting trafffic from mailand Europe like transatlantic; and


All of Europe's five major hubs are in the west of the continent, in fact four of the five are remarkably close to eachother!

Quote: "b) Lack of local partners to provide onward connections and distribute BA's flights in the local market to private and corporate customers.

BA is evidently making a push into Asia with Seoul and Chengdu but it has always been clear it needs the support of local partners. It claims the codesharing with JAL and Tokyo routes is already helping to drive up traffic.
"

Yes, this is the main point. JL and CX are BA's only local (Oneworld) partners in Asia, so HKG has the highest frequencies and BA goes to both NRT and HND in Tokyo.

China is mostly Skyteam territory, and south east Asia is mostly Star Alliance, BKK, SIN, etc., so adequate connectivity at the LHR end of BA's Asia routes is critically important.



Quote: "This is true if you are visiting offices in Kings Cross and happen to live next to Leeds train station (poor you). However, there are not many people in that category.

At our offices in the Heathrow/Thames valley area we have a periodic day visitor from Leeds, who was a regular on the old BMI service until it stopped a few years ago. Firstly he now had to drive in from the outer suburbs to central Leeds, passing close to LBA on the way, this is unreliable in journey time in the morning peak and congested, once he missed the train because of this, and he needs to allow well over an hour. Then find a car park, which few central train stations are well endowed with.

Arriving at Kings Cross (the train journey alone having taken twice as long as the flight did, of course, even taking a couple of circuits of Bovingdon into account), it is standing/squashing/watch your pockets on the Underground to Paddington, even on those occasions it is not disorganised, wait for next train from there, jog trot out towards Berkshire, taxi for final stretch. His experience is this is way less reliable that the old flight arrangements.

On returning to Leeds in the evening you are apparently quite lucky to find your car has not been broken into/damaged by the undesirables who haunt the streets between the station and the parking. He says his daughter would not go into central Leeds late in the evening.

The rail fares from Leeds to Kings Cross alone on business hour trains are considerably more expensive than flights used to be (or are going to be with BA).

So that's why people don't "get the bloody train". Rail travel in Britain, 21st century style.
"

Exactly, nicely put, WHBM, it's the same for those who live near LHR, and it will be the same with "high speed" trains.

Journeys are different and people need choice, it's a case of rail and road and air, it's not "either/or". If it's practical to provide the choice, as in the case of BA LHR-LBA, it should not be criticised.
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Old 21st Dec 2012, 19:45
  #2363 (permalink)  
 
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I agree , his posts are extreme and random to the point of boring

Much better suited to " Waterside " which i think he may be from to start with , new graduate way of thinking springs to mind !

Last edited by MARKEYD; 21st Dec 2012 at 19:47.
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Old 21st Dec 2012, 19:58
  #2364 (permalink)  
 
Join Date: Dec 2012
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LBA-LHR schedule from May

So WHBM the question is, with the schedule as it is from May will a four hour site visit be enough for your colleague and how large is the area around Heathrow for which even four hours on site will be feasible? Admittedly the schedule is better for the other direction.
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Old 22nd Dec 2012, 14:16
  #2365 (permalink)  
 
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Serving the hub

Can posters please stop focusing on the routes I highlighted as possible slot sitters. 32 people from Leeds is nothing, how many would they get serving Lima in Peru for example, more than 32! Of course these slot sitters make money, the question relates more importantly to feeding our NATIONAL ECONOMY though. So does anyone have knowledge on the success of these routes at CDG, AMS etc?
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Old 22nd Dec 2012, 14:37
  #2366 (permalink)  
 
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the question relates more importantly to feeding our NATIONAL ECONOMY though
But BA aren't a nationalised industry, so their responsibility is to their shareholders. I think you'll find they will only play the 'national interest' card when they want something off the Government.

In general terms they will have an interest in the health of the national economy, on the basis that the richer the country is the more profitable they are likely to be, but feeding our National Economy is probably not top of the priority list.
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Old 1st Jan 2013, 08:05
  #2367 (permalink)  
 
Join Date: Apr 2010
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787/A380 line training

Do you think when these planes come online they might be used on shorter hops around the UK for training sectors, such as AF did with their A380 flying CDG-LHR? Holding on to a pipedream to fly one or both of them GLA-LHR.
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Old 1st Jan 2013, 09:39
  #2368 (permalink)  
 
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A380 is going on MAD-LHR I believe. GLA has no parking or suitable taxiways alas, although the B787 is possible.
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Old 1st Jan 2013, 15:28
  #2369 (permalink)  
 
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easily has adequate remote parking but taxiway turnoffs / turning space and angles too tight
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Old 1st Jan 2013, 17:35
  #2370 (permalink)  
 
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I take it that EDI would be out too. MAN is an obvious domestic destination given that EK already send the A380.
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Old 1st Jan 2013, 21:45
  #2371 (permalink)  
 
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I don't think MAN is that obvious goldeneye. BA have all their facitilties at Terminal 3 but the A380 gate is at Terminal 1.
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Old 1st Jan 2013, 22:05
  #2372 (permalink)  
 
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Do you think when these planes come online they might be used on shorter hops around the UK for training sectors, such as AF did with their A380 flying CDG-LHR? Holding on to a pipedream to fly one or both of them GLA-LHR.
There are plans to operate the A380 and 787 aircraft on shorthaul routes as training sectors. The list of which destinations these will be is expected to be released in the next month or so.

Personally I think the A380 will be used for training sectors to CDG, FRA or FCO. With the 787 likely to operate on the domestic 767 sectors of EDi and GLA.
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Old 1st Jan 2013, 22:28
  #2373 (permalink)  
 
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Is it possible for the A380 to land and take off from Glasgow? I read on here somewhere that it wasn't so maybe someone could clear this up for me!
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Old 1st Jan 2013, 23:35
  #2374 (permalink)  
 
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see above. could land but couldnt cut tight taxiway corners to turn off to apron. runway length in itself not an issue. not going to happen without significant and currently frankly unnecessary structural investment
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Old 1st Jan 2013, 23:40
  #2375 (permalink)  
 
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Glasgow Airport: Facts and figures

According to GLA's website the largest aircraft they handle appears to be a 777

I believe the airport doesn't have any stands big enough yet for a A380 also a full A380 requires a runway length of 2800m for take off were GLA's is 2658m

Last edited by BAladdy; 1st Jan 2013 at 23:50.
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Old 2nd Jan 2013, 11:49
  #2376 (permalink)  
 
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Its unlikely any route from GLA using a A380, if it were ever to come to fruition, would require MTOW
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Old 2nd Jan 2013, 15:07
  #2377 (permalink)  
 
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Would any of thesedomestic destinations (which they currently not serve) work for BA (in terms of medium/long haul connections), even with RJs or Turboprops?

Alderney

Blackpool

Doncaster-Sheffield

Durham Tees Valley

East Midlands

Exeter

Guernsey

Humberside

Inverness

Isle of Man

Jersey

Liverpool

Newquay
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Old 2nd Jan 2013, 15:11
  #2378 (permalink)  
 
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BA’s biggest problem isthat its parent company IAG is being dragged down by IB, an airline which is losing its market share in Europe-Latin America (luckily for OW, mostly to LATAM), it is facing serious financial losses, still hasn’t improved their onboard service (I have never been on IB, but there aren’t too many praises)and worst of all its in a country that is facing a terrible economic recession,high unemployment, harsh austerity and lastly increasing political issues

In other words BA’s merger with IB has been a mistake, it might have given BA a much bigger Central and South American presence, but it has come at a high price (vast job cuts, labour relations worsening, reductions in fleet numbers and routes etc), so what I am suggesting is that BA and IB separate, by:

1: BA introduces new routes to South America, more specifically LATAM’s hubs (or at least some ofthem, 3 are not good enough)

2: BA becomes fully responsible for all UK-Spain routes within IAG

3: A separation process begins between BA and IB

4: Lastly International Consolidated Airlines Group S.A. (known as International Airlines Group or IAGfor short) formally spins off British Airways plc and its becomes listed on the LSE (IAG will then cancel its LSE listing)

British Airways plc willconsist of the following subsidiaries:

BA CityFlyer Limited

British Airways Limited (operates LCY-JFK flights)

British Airways World Cargo Limited

Flybe plc (15% stake)

Comair Limited (18% stake)

OpenSkies S.A.

International Consolidated Airlines Group S.A. will then rename itself Iberia Aviation Group S.A (keeping the IAG installs and will consist of the following subsidiaries:

Iberia Líneas Aéreas de España S.A

IberiaCargo S.A.

Iberia Express S.A

Vueling Airlines S.A.

Ultimately this will mean IB will have enough cash (from the spinoff of BA) to finance the restructuring of the airline to make the airline survive the economic mess weare all in and BA can focus on better competing with its rivals in Europe, the Middle East and North America

Do youthink a BA-IB separation will work?
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Old 2nd Jan 2013, 15:15
  #2379 (permalink)  
 
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BA has tried operating a dual hub at LGW before ("the hub without the
hubbub"). It didn't work and BA won't be trying it again.

It is true there is a fair amount of slot-sitting at LHR but BA has said
that only about a third of the slots gained from bmi will be converted to
long-haul ops as there is an optimal overall balance of 1/3rd long-haul and
2/3rds short-haul.

It is also true that there has been nothing stopping BA launching new routes
to Asia if it really wanted to do. What doesn't help BA in Asia is:

a) LHR's position in Western Europe means it is not placed to pick up
connecting trafffic from mailand Europe like transatlantic; and

b) Lack of local partners to provide onward connections and distribute BA's
flights in the local market to private and corporate customers.

BA is evidently making a push into Asia with Seoul and Chengdu but it has
always been clear it needs the support of local partners. It claims the
codesharing with JAL and Tokyo routes is already helping to drive up
traffic.
The problem was that under their “dual hub” strategy, a lot of routes that faced completion out of LHR (they did not also make the most of LHR, at the time they only owned 30-40% ofthe slots at that airport), not only that but it was based on the fact they would get ATI over the Atlantic with AA, what I am suggesting is an “overflow hub” consisting of a strict criteria of routes (once they have reached the 70% limit at LHR), routes that really would not suffer if they were based at LGW (instead of LHR)

I am only suggesting this due to the face there is a lack of space at LHR for BA to compete with its rivals in Europe, North America and the Middle East

It’s this same problem that limits what they can do in relation to Asia, it forces them to choose between very profitable Europe-North America and still profitable Europe-Asia/South America/Africa, its rivals can (and do) serve both markets

As for your points on “What doesn't help BA in Asia

A: LH/LX at FRA/MUC/ZRH and AF/KL at CDG/AMS have this problem of location, it still does not stop them from serving more of Asia than BA at LHR, only in routes to India and Hong Kong do they have an advantage

B: However you make a very good point in this case; trouble is that they have a lack of partners in Asia compared to its rival alliances, so if BA really wants to service Asia as well as its rivals, its need to think outside the box and do deals with non-OW airlines (Qantas has already done this…)

It should also really make the most of OW position in Latin America (via LATAM) by launching more routes to South America with the help of codeshare agreements with LATAM
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Old 2nd Jan 2013, 15:25
  #2380 (permalink)  
 
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Alderney is currently hanging on to around 3 daily flights to Southampton and a few more to Guernsey, which give travellers links to a reasonable selection of UK and European destinations, and if they want to go furhter getting from Southampton Airport to Heathrow or Gatwick is a fairly easy process, so I don't really see how there is any demand for an LHR link to this tiny island. Not forgetting that a 16 seat Trislander (Largest aircraft viably operated from ACI) would be a huge waste of LHR slots, regardless of whether it gets 2 more runways or not.

Could see Liverpool, Isle of Man, Inverness, Jersey, Newquay working although only with the mentioned extra runways combined with significantly reduced or ideally scrapped APD.

Last edited by adfly; 2nd Jan 2013 at 15:27.
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