MANCHESTER - 7
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Brian,
From 1970 the airport has grown continually both physically and in terms of passenger numbers. From then until the late 1990s, in many senses it was a building site with an attached runway yet the passenger experience - and that of the airlines - was generally pleasant.
At a meeting I attended in 1983 with airport management, politicians, tourism professionals and airline representatives (both operators at MAN and not) the attendees could only come up with one substantial complaint about the passenger experience viz: only one bank, (Midland Bank) and only open normal banking hours. Apart from that the airport, which was winning award on top of award and seeing continuous passenger growth, was held up a a shining example of how an international airport should be run - and not only at that meeting.
In 1993 I had my company run an Airports Environment Conference in the then brand new T2 with a major trade magazine and, whilst the airport supplied speakers and a little hospitality, they were not sponsors..
With representation from over 100 major airports around the world, including all of those you name, the magazine took the trouble to survey the delegates for their view of the airport in areas ranging from environment to use of space, passenger experience (over 90% of the delegates flew into the airport, many of the rest used the brand new station) amenities and the general ambience.
In all areas it scored in in the top two out of eight ratings from poor, through acceptable to exemplary. The written comments many appended were summed up as "glowing".
Putting Manchester down by referring to it in the following terms:
shows either a lack of research or just pure prejudice.
As of the end of 2008 with reduced passenger numbers, it was the fourth busiest airport in the UK with 21.2 million passengers. No "regional" UK airport comes near.
It had the third highest movements of all UK airports and, in 2007 - the last year for which I have figures - it was the 22nd busiest airport for international passengers in the world - it had reached 17th in 2005.
The percentage of scheduled passengers as opposed to IT and GA passengers rose from around 40% in 1992 to 63% in 2007 and Manchester still offers more destinations and direct routes than any other single UK airport.
If it is a regional, it is ahead of any other regional in Europe in terms of numbers and facilities.
It's a lot more than that I'm afraid. In terms of passenger experience, in the past - say up to the late 1990s - extensions, reworking and maintenance were done with the minimum disruption to passengers. Signing was comprehensive, explicit and showed what was where. The terminals were light, airy, had plenty of seating and outside views both before and after security. There was a good range of shops, banking facilities had been upgraded and the hours changed to suit the passenger but the facilities were far from the current "in your face" obstruction they form today.
Then certain layers of management started to retire changing the way the airport was run.
The founding of MAG in 2001, whilst from one perspective can be viewed as a logical business decision, from another can only be viewed as a disaster from the point of view of Manchester Airport itself. The focus shifted from making profits through providing access to air transportation to making profits from a range of diverse and sometimes unconnected business activities.
What real benefit are Bournemouth and Humberside to the local councils in the erstwhile Greater Manchester when the airport which was once the jewel in the crown of the City and then the County is, from a passenger's point of view, an ugly mess of security, shopping malls and uncomfortable holding areas?
EMA has seen success as a freight centre - so has Manchester - but the debt incurred and used to buy EMA could have been better spent at MAN, extending the rail line to the World Freight Centre and offering a truly multi modal centre, using the expertise in freight handling to attract operators (including those at EMA) and give employment to the citizens of the stakeholder local authorities.
I would dispute that Manchester needs a strong home airline. Boston, Vancouver, Los Angeles, Miami, Dusseldorf, Milan, Munich, have all prospered in recent years without a strong, home based carrier by attracting a range of operators serving a wide variety of routes - often with two or more in direct competition.
The management at MAN need to use the current downturn to draw breath and rethink their strategies. They made the wrong decision about LCCs and have seen traffic (mine included) both drift away and cease to grow as the "new" travellers have used, particularly, Liverpool.
T1 is, as far as I'm concerned, depressing, .T2 has not been regularly upgraded. At 16 years old, were it an hotel, it would have just had its third revamp and T3 is a cramped joke - the old domestic pier was a far more enjoyable experience.
I well remember the doom and gloom of 1973/4 - but the traffic bounced back.. 1981/2 saw similar times as did the early 1990s. 9/11 wasn't as bad but each time the airport grew in the aftermath.
This time the challenges are bigger but I'm not convinced the management is aviation minded and focussed enough to benefit from the end of recession when it eventually comes, in the same way as in the past.
In fact, freight and the viewing park apart, I'm at a loss to credit them with anything new that the current directors have overseen from start to finish that has REALLY worked since the inception of MAG.
From 1970 the airport has grown continually both physically and in terms of passenger numbers. From then until the late 1990s, in many senses it was a building site with an attached runway yet the passenger experience - and that of the airlines - was generally pleasant.
At a meeting I attended in 1983 with airport management, politicians, tourism professionals and airline representatives (both operators at MAN and not) the attendees could only come up with one substantial complaint about the passenger experience viz: only one bank, (Midland Bank) and only open normal banking hours. Apart from that the airport, which was winning award on top of award and seeing continuous passenger growth, was held up a a shining example of how an international airport should be run - and not only at that meeting.
In 1993 I had my company run an Airports Environment Conference in the then brand new T2 with a major trade magazine and, whilst the airport supplied speakers and a little hospitality, they were not sponsors..
With representation from over 100 major airports around the world, including all of those you name, the magazine took the trouble to survey the delegates for their view of the airport in areas ranging from environment to use of space, passenger experience (over 90% of the delegates flew into the airport, many of the rest used the brand new station) amenities and the general ambience.
In all areas it scored in in the top two out of eight ratings from poor, through acceptable to exemplary. The written comments many appended were summed up as "glowing".
Putting Manchester down by referring to it in the following terms:
The fact is that MAN is a regional airport.
As of the end of 2008 with reduced passenger numbers, it was the fourth busiest airport in the UK with 21.2 million passengers. No "regional" UK airport comes near.
It had the third highest movements of all UK airports and, in 2007 - the last year for which I have figures - it was the 22nd busiest airport for international passengers in the world - it had reached 17th in 2005.
The percentage of scheduled passengers as opposed to IT and GA passengers rose from around 40% in 1992 to 63% in 2007 and Manchester still offers more destinations and direct routes than any other single UK airport.
If it is a regional, it is ahead of any other regional in Europe in terms of numbers and facilities.
So quit bit**ing about a few new shops and stained carpets
Then certain layers of management started to retire changing the way the airport was run.
The founding of MAG in 2001, whilst from one perspective can be viewed as a logical business decision, from another can only be viewed as a disaster from the point of view of Manchester Airport itself. The focus shifted from making profits through providing access to air transportation to making profits from a range of diverse and sometimes unconnected business activities.
What real benefit are Bournemouth and Humberside to the local councils in the erstwhile Greater Manchester when the airport which was once the jewel in the crown of the City and then the County is, from a passenger's point of view, an ugly mess of security, shopping malls and uncomfortable holding areas?
EMA has seen success as a freight centre - so has Manchester - but the debt incurred and used to buy EMA could have been better spent at MAN, extending the rail line to the World Freight Centre and offering a truly multi modal centre, using the expertise in freight handling to attract operators (including those at EMA) and give employment to the citizens of the stakeholder local authorities.
I would dispute that Manchester needs a strong home airline. Boston, Vancouver, Los Angeles, Miami, Dusseldorf, Milan, Munich, have all prospered in recent years without a strong, home based carrier by attracting a range of operators serving a wide variety of routes - often with two or more in direct competition.
The management at MAN need to use the current downturn to draw breath and rethink their strategies. They made the wrong decision about LCCs and have seen traffic (mine included) both drift away and cease to grow as the "new" travellers have used, particularly, Liverpool.
T1 is, as far as I'm concerned, depressing, .T2 has not been regularly upgraded. At 16 years old, were it an hotel, it would have just had its third revamp and T3 is a cramped joke - the old domestic pier was a far more enjoyable experience.
I well remember the doom and gloom of 1973/4 - but the traffic bounced back.. 1981/2 saw similar times as did the early 1990s. 9/11 wasn't as bad but each time the airport grew in the aftermath.
This time the challenges are bigger but I'm not convinced the management is aviation minded and focussed enough to benefit from the end of recession when it eventually comes, in the same way as in the past.
In fact, freight and the viewing park apart, I'm at a loss to credit them with anything new that the current directors have overseen from start to finish that has REALLY worked since the inception of MAG.
Last edited by philbky; 29th Mar 2009 at 14:54.
Join Date: Oct 2005
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I agree with much of what you say, it is very true.
I quite like T1, I have to say. Now that the renovation is closer to being complete it looks very nice, modern and comfortable. It is a shame the seating area is in such a dark corner though. This is the terminal I use most often and I have seen a huge improvement over the past 12 months, in terms of the experience. There are short security queues, plenty of check-in space and the layout is reasonably logical now the renovation is closer to completion.
T2, I don't use, so I can't comment, really.
T3 is a horrible place, I avoid it wherever possible and the current shuttle-bus or hike is a joke. I can only hope that there is something planned for that area, the food/snack options are a joke.
But, in general, you can arrive by train reliably at MAN, there are no terrible delays due to congestion and there are a wide variety of destinations to choose from. What MAN has suffered from is that no legacy or network airline has dedicated a hub and spoke model from there, at least in any long-term strategic way. I suppose this makes MAN a spoke in itself and thus MAN has to compete with other airports for each flight, thus driving down the money made from each flight. Mind you, LGW and the Scottish airports suffer from the same problem, so I wonder if LGW would actually bring anything new to MAG.
Brian.
I quite like T1, I have to say. Now that the renovation is closer to being complete it looks very nice, modern and comfortable. It is a shame the seating area is in such a dark corner though. This is the terminal I use most often and I have seen a huge improvement over the past 12 months, in terms of the experience. There are short security queues, plenty of check-in space and the layout is reasonably logical now the renovation is closer to completion.
T2, I don't use, so I can't comment, really.
T3 is a horrible place, I avoid it wherever possible and the current shuttle-bus or hike is a joke. I can only hope that there is something planned for that area, the food/snack options are a joke.
But, in general, you can arrive by train reliably at MAN, there are no terrible delays due to congestion and there are a wide variety of destinations to choose from. What MAN has suffered from is that no legacy or network airline has dedicated a hub and spoke model from there, at least in any long-term strategic way. I suppose this makes MAN a spoke in itself and thus MAN has to compete with other airports for each flight, thus driving down the money made from each flight. Mind you, LGW and the Scottish airports suffer from the same problem, so I wonder if LGW would actually bring anything new to MAG.
Brian.
Hlx/tui/ab
With Air Berlin taking over TUI Fly (HLX) Loco city flights from this years winter schedule, does anyone have any idea if Air Berlin will keep on the Cologne & Stuttgart routes ex MAN ? Lets hope so, esp as AB allow you to connect onwards rather than the point to point of HLX.
Join Date: Jan 2009
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Noticed a PK had a full emergency divert last night around 2230. Watched it land and I must say it was rather eventful. Landed on 05L And used every bleedin foot of runway available to him! Must have been still doing well over 80 knots past stand 50! Wasn't so certain he would get it reeled in on time, but well done he did! The a310 doesn't seem to stop so well whilst heavy and on one engine!
In other news, the "staff deli" remains overpriced and is not staying to the officially announced opening hours of 0700-1800. There's a shocker!
In other news, the "staff deli" remains overpriced and is not staying to the officially announced opening hours of 0700-1800. There's a shocker!
Join Date: Mar 2009
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Manchester - 7
by the time he was level with stand 50 he was still motoring along, blue lights in hot pursuit! . . definately sounded a bit 'odd' whilst taxiing in. . .
staff 'deli' not opening at advertised hours? how odd! They will do the old B.R trick of opening it only at times when no-one can get to it (Operational staff of course) and then using under-use as an excuse to close it!!!
T-M-D
staff 'deli' not opening at advertised hours? how odd! They will do the old B.R trick of opening it only at times when no-one can get to it (Operational staff of course) and then using under-use as an excuse to close it!!!
T-M-D
Join Date: Feb 2002
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The PK A310 last night was the PK776 LBA/ISB. Given AP-BEC was damaged at LBA by ground handling impact, diversions due fog/Xwinds and now this I can see PK moving these flights back to MAN. They have not had a great start ex LBA. Flights all seem to be full though.
Anyone know what happened to the pax?
Anyone know what happened to the pax?
Join Date: Aug 2007
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I wouldn't be too sure about PIA moving all the flights from LBA to MAN. Why would they increase flights at LBA just to move them back. Pasengers that are using the LBA service do so because they don't want to be traveling from Yorkshire over to MAN. Yeah there are some operating problems at LBA due to runway length and that it is affected by fog in Winter more often than most other UK airports due to its height above sea level but damage to ac by ground handling vehicles can happen at any airport!
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I bet the A310 was like a 'Flying Brick' going along 05L - STOP!!
PIA had an excellent start at LBIA, I think for the first few months
incident - free alot of the inbounds were at least 35 mins early.
The Balkan 154's always floated over the 'PAPI'S' and landed half-way down the runways and still stopped safely!!
PIA had an excellent start at LBIA, I think for the first few months
incident - free alot of the inbounds were at least 35 mins early.
The Balkan 154's always floated over the 'PAPI'S' and landed half-way down the runways and still stopped safely!!
Join Date: Apr 2001
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One major "gripe" with MAN...
I arrive for work [shifts] at 0615, 1345 and 2145, and have to use either the stairwell from T1 CP, or the lift from level 5...not a problem. What IS the problem?
It's the "Security Staff" blatently puffing away on their fags... in a clearly marked "NO SMOKING area". [Either on the balcony from level three to the stairwell, or just by the lift to level 5/arrivals corridor]
You say something to them, and it's "Sod off....", and if you dare to say anything whist wearing a MAPLC ID card......It's "I've got your name sunshine, and don't you forget it".
I arrive for work [shifts] at 0615, 1345 and 2145, and have to use either the stairwell from T1 CP, or the lift from level 5...not a problem. What IS the problem?
It's the "Security Staff" blatently puffing away on their fags... in a clearly marked "NO SMOKING area". [Either on the balcony from level three to the stairwell, or just by the lift to level 5/arrivals corridor]
You say something to them, and it's "Sod off....", and if you dare to say anything whist wearing a MAPLC ID card......It's "I've got your name sunshine, and don't you forget it".
Join Date: Apr 2001
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report it higher up.
Having said that,
Why the chuff should "Fare paying Pax" endure a "hike" [usually in the wet], (after all it is Manchester) from the Station, T1 car park, etc to Terrminal 3....and vice versa...... eg
I've just arrived from the US....[as a US Citizen] and I have been "advised" that there is a Direct Train Service into Manchester....
What are my...
a, First impressions, and
b, my recommendations to my friends, when I get home?
"Best Airport in the World"...........
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March 2009 Traffic
Pax - 1,359,056 down 18.42% (or 296k less than March 2008)
Movements - 14,180 down 14.53% (or 2,410 less movements than March 2008)
Freight - 8,874 down 38.35%
Pax Rolling 12m - 20.4m !
Pretty Grim
Movements - 14,180 down 14.53% (or 2,410 less movements than March 2008)
Freight - 8,874 down 38.35%
Pax Rolling 12m - 20.4m !
Pretty Grim
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With Air Berlin taking over TUI Fly (HLX) Loco city flights from this years winter schedule, does anyone have any idea if Air Berlin will keep on the Cologne & Stuttgart routes ex MAN ? Lets hope so, esp as AB allow you to connect onwards rather than the point to point of HLX.
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Dont panic
The drop in the statistics mentioned are in line with almost all of the UK airports, including those down south, it is not particular to Manchester.
Manchester is still the premier UK airport outside the London catchment area and will continue to be so.
It is not immune the economic downturn.
My money is on strong growth in 18 months time.
Centre cities
Manchester is still the premier UK airport outside the London catchment area and will continue to be so.
It is not immune the economic downturn.
My money is on strong growth in 18 months time.
Centre cities
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Pax figures are likely to be downward for a while longer yet - the scheduled side of things was down around 12% in March, with charter pax down 30%. We still have a 4 months of summer flying when XL would have been carrying large amount of pax and a reduced combined fleet of First Choice and Thomson. So I'd imagine a bare minimum 20% to 25% fall in numbers for charters. There's also a bit of a hit to be taken on long-haul scheduled to look forward to. On the plus side, we have the mythical extra 300,000 pax from Ryanair to look forward to this year plus the 3rd U2 A320 from May, plus suggestions that a 4th one is due in winter?