MANCHESTER - 7
Join Date: Oct 2007
Location: Birmingham
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July Traffic Stats for Manchester
July Pax - 2,048,361 down 10.64% or 244k pax on July 08
July Movements - 16,473 down 15.52% or 3,027 fewer movements than July 08
July Freight - 12,097 tonnes down 28.93%
Pax 12m end 31.07.09 - 19,804,170 down 10.65%
July Movements - 16,473 down 15.52% or 3,027 fewer movements than July 08
July Freight - 12,097 tonnes down 28.93%
Pax 12m end 31.07.09 - 19,804,170 down 10.65%
Join Date: Dec 2006
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Uk/Eire Arrivals
When the new baggage hall was opened, UK/Eire arrivals were kept apart from International.
Hence the stray baggage belt (I forget the number) to your left as you arrive off the bus.
I think the reason it is not in use, is that the only other toilets were being upgraded. So the toilets next to UK/Eire belt indeed to be used by all.
Only reason for the bus at the moment is to stop you going through immagration to keep the numbers down.
TP
Hence the stray baggage belt (I forget the number) to your left as you arrive off the bus.
I think the reason it is not in use, is that the only other toilets were being upgraded. So the toilets next to UK/Eire belt indeed to be used by all.
Only reason for the bus at the moment is to stop you going through immagration to keep the numbers down.
TP
Join Date: May 2008
Location: Manchester
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From Easyjet Forum
Slots applied for MAN - DUS 2*daily
Surely one airline will lose out if Easy do start we already have BE and LH on the route + FR to Weeze, can't be that much demand??
Slots applied for MAN - DUS 2*daily
Surely one airline will lose out if Easy do start we already have BE and LH on the route + FR to Weeze, can't be that much demand??
Join Date: Mar 2007
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LH have the connecting traffic as DUS is a focus city with three long haul based a/c and a number of short haul. FR haven't really affected the current DUS figures so must be serving a different market.
I would guess BE would miss out. They should stick to wiping out small regional airlines as opposed to taking on the real big boys if I am being honest.
U2 will do well with low fares and business timed routes which these flights look very much like.
I would guess BE would miss out. They should stick to wiping out small regional airlines as opposed to taking on the real big boys if I am being honest.
U2 will do well with low fares and business timed routes which these flights look very much like.
Join Date: Aug 2002
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LH have the connecting traffic as DUS is a focus city with three long haul based a/c and a number of short haul.
Last edited by Skipness One Echo; 7th Aug 2009 at 15:58.
Join Date: Mar 2007
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When you search on LH website - they will send you via either of the three to NYC for example. I suppose it doesn't matter where you transit: FRA/DUS/MUC. I would assume DUS would be easier than the other two!
Lady Lexxington
Join Date: Jul 2004
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Had a friend who used DUS in May this year with LH, twenty minute connection. He made it, through immigration and with his bag. Arrived early at MAN. 
Join Date: Sep 2002
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EasyJet Slot Applications
Careful, folks! There is a very big difference between applying for airport runway slots and actually launching a new scheduled service. DUS and FRA are not 'in the bag'. What has come to light regarding EasyJet so far should be viewed as an expression of interest in new services rather than a commitment to introduce them. And its a very big assumption to suppose that runway slots will be forthcoming at Frankfurt in particular; Dusseldorf offers a more realistic prospect.
However, I must confess to some slight disappointment that EasyJet's interest (or at least that which we know about) appears to focus on routes already well served from MAN (I include CPH and MUC in this). We risk trading one carrier for another with this blueprint, whilst cities such as Berlin, Venice and Warsaw are unserved from MAN. Then there are Madrid and Lisbon with token seasonal operations only ex-MAN. (Just to pre-empt the usual suspects: yes, we know that there are other airports in the UK which offer these destinations, but MAN is a large and distinct market regardless of the element of overlap).
Oh well. I suppose we should be grateful for any interest in new services in the current climate!
However, I must confess to some slight disappointment that EasyJet's interest (or at least that which we know about) appears to focus on routes already well served from MAN (I include CPH and MUC in this). We risk trading one carrier for another with this blueprint, whilst cities such as Berlin, Venice and Warsaw are unserved from MAN. Then there are Madrid and Lisbon with token seasonal operations only ex-MAN. (Just to pre-empt the usual suspects: yes, we know that there are other airports in the UK which offer these destinations, but MAN is a large and distinct market regardless of the element of overlap).
Oh well. I suppose we should be grateful for any interest in new services in the current climate!
Join Date: Sep 2002
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Congratulations, mybrico. ("the catchment is the same")
You are the first to post the usual comment which I pre-empted in my piece. This discussion has been debated about a thousand times before on here (read back) so I will keep my response brief.
The LPL and MAN catchment areas *overlap* geographically, but they are far from identical. The LPL and MAN catchment areas *overlap* economically - there are customers who will travel further from one catchment area into another in return for a lower fare. But there are also many people for whom one of these airports is a convenient option and the other simply is not. The catchment is NOT the same.
In the case of MAN, I contend that the market which lies outside the MAN/LPL overlap is itself sufficient to support services to *principal* destinations (in which I include Berlin, Venice, Warsaw, Madrid and Lisbon). Other more marginal destinations such as Bydgoscz or Riga would require a larger catchment (but that is why I didn't mention them amongst my examples). Variations on this theme can also be applied to the catchment overlaps between MAN/LBA, MAN/BHX, MAN/LHR and so on.
I stand by my point that I would rather see a new scheduled service launched from MAN to an unserved destination (eg. Berlin) than a well served one (eg. Frankfurt).
Cheers, SHED.
You are the first to post the usual comment which I pre-empted in my piece. This discussion has been debated about a thousand times before on here (read back) so I will keep my response brief.
The LPL and MAN catchment areas *overlap* geographically, but they are far from identical. The LPL and MAN catchment areas *overlap* economically - there are customers who will travel further from one catchment area into another in return for a lower fare. But there are also many people for whom one of these airports is a convenient option and the other simply is not. The catchment is NOT the same.
In the case of MAN, I contend that the market which lies outside the MAN/LPL overlap is itself sufficient to support services to *principal* destinations (in which I include Berlin, Venice, Warsaw, Madrid and Lisbon). Other more marginal destinations such as Bydgoscz or Riga would require a larger catchment (but that is why I didn't mention them amongst my examples). Variations on this theme can also be applied to the catchment overlaps between MAN/LBA, MAN/BHX, MAN/LHR and so on.
I stand by my point that I would rather see a new scheduled service launched from MAN to an unserved destination (eg. Berlin) than a well served one (eg. Frankfurt).
Cheers, SHED.
Join Date: Jun 2001
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The Government doc The Future Development of Air Transport on the UK : North of England (2002) had this re population catchment areas.
1 hour road:
LPL 5-7 million
MAN 5-7 million
2 hour road:
LPL 13-15 million
MAN 15-17 million
1 hour rail:
LPL 0.4-0.6 million
MAN 1-2 million
2 hour rail:
LPL 2-3 million
MAN 6-7 million
Since that report Liverpool South Parkway (10 minutes by shuttle bus to LPL) has been built and has direct rail services to Norwich for example.
Having said all that they did predict that by 2015 the passenger throughput forecast for LPL (2008 5.3million) ranged from 3.6-5.8 million and MAN (2008 21.2million) is 34.8-42.3 million.
1 hour road:
LPL 5-7 million
MAN 5-7 million
2 hour road:
LPL 13-15 million
MAN 15-17 million
1 hour rail:
LPL 0.4-0.6 million
MAN 1-2 million
2 hour rail:
LPL 2-3 million
MAN 6-7 million
Since that report Liverpool South Parkway (10 minutes by shuttle bus to LPL) has been built and has direct rail services to Norwich for example.
Having said all that they did predict that by 2015 the passenger throughput forecast for LPL (2008 5.3million) ranged from 3.6-5.8 million and MAN (2008 21.2million) is 34.8-42.3 million.
Join Date: Feb 2004
Location: Manchester, UK
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EZY had slots in the system for CDG & ZUR, but they were a cover story for the last round of new routes which were announced soon after to CPH etc.
They obviously do not want the competition to know their real intentions until flights are released.
In that case FRA & MUC will probably turn into PMI & ALC !!!
Ryanair are also said to have numerous new slots in the system, aswell.
Time will tell....
They obviously do not want the competition to know their real intentions until flights are released.
In that case FRA & MUC will probably turn into PMI & ALC !!!
Ryanair are also said to have numerous new slots in the system, aswell.
Time will tell....
I tend to agree with Shed, I do hope the EZY FRA & DUS are a "cover".
For me there are obvious gaps. Berlin is one, we once had 3 carriers on that route at the same time & they forced each other off leaving none. Many people make connections from MAN to Vienna, & a replacement for TUIs Stuttgart would not be amiss & the glaring gap of no Polish destinations at all from MAN. I just hope they don't saturate & thus put in jeapordy any existing routes. I dont think Munich & Copenhagen should have been their first choices either.
For me there are obvious gaps. Berlin is one, we once had 3 carriers on that route at the same time & they forced each other off leaving none. Many people make connections from MAN to Vienna, & a replacement for TUIs Stuttgart would not be amiss & the glaring gap of no Polish destinations at all from MAN. I just hope they don't saturate & thus put in jeapordy any existing routes. I dont think Munich & Copenhagen should have been their first choices either.
Join Date: Jul 2004
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There's no money to be made from Polish routes anymore. They won't be back, LPL have that market sorted.
MAN would do well to attract carriers such as TAP, Iberia, Austrian etc so that the routes to their hubs can also be attractive to O&D markets.
As an example, there will be no flights this winter to Lisbon from either MAN or LPL! TAP could fill that void.
MAN would do well to attract carriers such as TAP, Iberia, Austrian etc so that the routes to their hubs can also be attractive to O&D markets.
As an example, there will be no flights this winter to Lisbon from either MAN or LPL! TAP could fill that void.
Join Date: Jan 2004
Location: England
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Eire arriving flights don't present to Immigration because they don't need to. In fact, to present them to Immigration would be an offence. In the old config of T1 Arrivals, those pax were guided around the HMI desks, where they were presented to Police for counter-terrorism checks instead. Some Eire arriving pax used to hang back, merge with a stream of mainland Europe arrivals, and present their passport to HMI, to avoid being presented to Police. I wonder why? 
However, HMC view the borders differently, so Eire arriving flights are presented to them after baggage reclaim. They also still have to pass a Police post for counter-terrorism reasons.
The new belt is number 7. Whoever designed that area is a genius; it's a masterpiece of flexibility and space-efficiency. Seriously.
However, HMC view the borders differently, so Eire arriving flights are presented to them after baggage reclaim. They also still have to pass a Police post for counter-terrorism reasons.
The new belt is number 7. Whoever designed that area is a genius; it's a masterpiece of flexibility and space-efficiency. Seriously.