NEWCASTLE - 8
Join Date: Jun 2010
Location: Newcastle
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What's the crack with the LS594 coming in from 'Zakynthos & Budapest' (airport website) today? It has an hour and a half delay. I would normally guess a medical or fuel diversion but would they normally include the diversion airport on the arrivals list?
Join Date: Dec 2011
Location: Middlesex (under the flightpath)
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In my personal opinion, there should be fairer, differentiated bands of APD...
- Central London/Major airports in affluent areas: LCY, LHR and maybe LGW should pay full APD (£13/26 - £76/146)
- Outer london and +20 million ppa airports like LTN, STN, MAN should pay 75% current APD (£9.75/£19.50 - £57/£109.50)
- +10 million ppa airports should have APD devolved 50%: EDI and after this year BHX (£6.50/13 - £38/73)
- +5 million devolved to 25% current rate: GLA, BRS, hopefully soon NCL, LPL, BFS etc. (£3.25/£6.50 - £19/36.50)
- Airports of less than 5 million ppa should have APD fully devolved OR pay a standard flat rate of say... £5 per passenger in all classes of travel over all distances, perhaps 50% delivered back to the airport as a development fee
- Another potential band for consideration could be full devolution for airports with less than 1mppa, and/or full devolution on all non London domestic flights
This presents a lot of potential pros and cons. People who use LHR and LCY are always going to use LHR and LCY, fact... It's a high tax area anyway, why not pay full APD. The regions are much more marginal. Airports like MAN, STN, EDI, LTN, BHX have already paid their worth, so why shouldn't they pay tax? People at EDI and MAN might not be happy at NCL and LBA paying different tax bands, but while it may be a disadvantage (very small one) they already have a lot to offer AND already have a comprehensive network! Very very different to devolved APD to EDI, as they have more to offer to begin with, so would have a double advantage if they devolved their own APD.
The government would still get a good sum of tax from throughout the UK and being honest, the domestic passengers that BA could stand to lose to CDG, AMS, DXB etc. might stand in their favour. Funnel more through DUB and MAD, free LHR slots and it'll all balance out.
- Central London/Major airports in affluent areas: LCY, LHR and maybe LGW should pay full APD (£13/26 - £76/146)
- Outer london and +20 million ppa airports like LTN, STN, MAN should pay 75% current APD (£9.75/£19.50 - £57/£109.50)
- +10 million ppa airports should have APD devolved 50%: EDI and after this year BHX (£6.50/13 - £38/73)
- +5 million devolved to 25% current rate: GLA, BRS, hopefully soon NCL, LPL, BFS etc. (£3.25/£6.50 - £19/36.50)
- Airports of less than 5 million ppa should have APD fully devolved OR pay a standard flat rate of say... £5 per passenger in all classes of travel over all distances, perhaps 50% delivered back to the airport as a development fee
- Another potential band for consideration could be full devolution for airports with less than 1mppa, and/or full devolution on all non London domestic flights
This presents a lot of potential pros and cons. People who use LHR and LCY are always going to use LHR and LCY, fact... It's a high tax area anyway, why not pay full APD. The regions are much more marginal. Airports like MAN, STN, EDI, LTN, BHX have already paid their worth, so why shouldn't they pay tax? People at EDI and MAN might not be happy at NCL and LBA paying different tax bands, but while it may be a disadvantage (very small one) they already have a lot to offer AND already have a comprehensive network! Very very different to devolved APD to EDI, as they have more to offer to begin with, so would have a double advantage if they devolved their own APD.
The government would still get a good sum of tax from throughout the UK and being honest, the domestic passengers that BA could stand to lose to CDG, AMS, DXB etc. might stand in their favour. Funnel more through DUB and MAD, free LHR slots and it'll all balance out.
I'm not sure it needs to be as complicated as this - simply charging full APD for London airports, and discounts for the regions would be enough. The London market can take it, but the regions are a lot more price sensitive. Providing discount to the regions will also help reduce the pressure on LHR by encouraging more direct flights to the region.
Quote:
But I'd like to think that they would use IAG for it's intended purpose...
And what is the intended purpose of IAG?
But I'd like to think that they would use IAG for it's intended purpose...
And what is the intended purpose of IAG?
Join Date: Apr 2010
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"Apparently 91,000 jobs could be created and £4.2 billion added to the economy if APD was scrapped."
taht'll be one of those studies paid for by those who will profit which takes a number and multiplies it by 20 and then by 100
I bet if APD is cut NOTHING will come back to the passengers - it'll be "well oil prices are up" or " we have increased costs due to BREXIT"
taht'll be one of those studies paid for by those who will profit which takes a number and multiplies it by 20 and then by 100
I bet if APD is cut NOTHING will come back to the passengers - it'll be "well oil prices are up" or " we have increased costs due to BREXIT"
Join Date: Dec 2006
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I see that Belfast is now the 10th largest airport in the UK. Not sure if some of the statistics are right again though, only 14, 426 passengers on the Dubai route for May. I thought the low season to Dubai is later on in the year?
Join Date: Jul 2005
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Increases (combined) Charter and scheduled.
Alicante +33%
Barcelona +46%
Malaga +40%
Reus +61%
Arrecife +30%
Tenerife +35%
Las Palmas +26%
Of course big drops to Turkey, Tunisia and Egypt.
Dubai down 5%. AMS down 10%
Still not confident figures are correct but they look better.
Alicante +33%
Barcelona +46%
Malaga +40%
Reus +61%
Arrecife +30%
Tenerife +35%
Las Palmas +26%
Of course big drops to Turkey, Tunisia and Egypt.
Dubai down 5%. AMS down 10%
Still not confident figures are correct but they look better.
Join Date: Jan 2006
Location: Solihull
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Dubai
Just clarify a couple of points, the figures quoted are for May and Ramadan had no effect as it started 6/7 June but as posters have said it is the low season (monsoon rains in the Indian sub-continent etc and boy did it).
However when you look at the Middle Eastern figures from the UK in May 2016 it seems to have been hit more than usual and I don't enough to say if this was over-capacity or other factors were at play here but here are some figures:
BHX-DOH.......10 501...........150 pax.....59%
MAN-DOH......21 761.(0%),..158 pax.....50% - due to lots of 77W and I assume 412 seat versions
EDI-DOH....... 8 364.(-1%)...143 pax.....56%
LHR-DOH..... 81 188 (+10%) - A319 QR upgraded to wide-body
BHX-DXB..... 44 423(+4%)....238 pax....51%
MAN-DXB.....66 328(+6%)....357 pax.....72%
NCL-DXB......14 426(-5%).....233 pax.....61%
GLA-DXB......Not reported yet
LHR-DXB..... 198 407 (+6%) - extra EK flight
I have estimated that all flights operated (I did check Linhomeradar for most of the routes) and have estimated that Manchester QR operated with the 412 seat 77W and EK the 517 A388 in the afternoon.
For Newcastle I did a quick scan of the three class and two class versions which operated and it would have been a lot lower if the two class had operated every flight.
However what I am saying is that the Newcastle figure although it is not great reading, some of the others are equally as bad when you add in the capacity increases.
These are provisional and I suppose they might get amended, I still can't believe how low the BHX Dubai and Doha figures were and considering every flight was rammed outbound from 24 May and inbound at the beginning of the month.
Pete
However when you look at the Middle Eastern figures from the UK in May 2016 it seems to have been hit more than usual and I don't enough to say if this was over-capacity or other factors were at play here but here are some figures:
BHX-DOH.......10 501...........150 pax.....59%
MAN-DOH......21 761.(0%),..158 pax.....50% - due to lots of 77W and I assume 412 seat versions
EDI-DOH....... 8 364.(-1%)...143 pax.....56%
LHR-DOH..... 81 188 (+10%) - A319 QR upgraded to wide-body
BHX-DXB..... 44 423(+4%)....238 pax....51%
MAN-DXB.....66 328(+6%)....357 pax.....72%
NCL-DXB......14 426(-5%).....233 pax.....61%
GLA-DXB......Not reported yet
LHR-DXB..... 198 407 (+6%) - extra EK flight
I have estimated that all flights operated (I did check Linhomeradar for most of the routes) and have estimated that Manchester QR operated with the 412 seat 77W and EK the 517 A388 in the afternoon.
For Newcastle I did a quick scan of the three class and two class versions which operated and it would have been a lot lower if the two class had operated every flight.
However what I am saying is that the Newcastle figure although it is not great reading, some of the others are equally as bad when you add in the capacity increases.
These are provisional and I suppose they might get amended, I still can't believe how low the BHX Dubai and Doha figures were and considering every flight was rammed outbound from 24 May and inbound at the beginning of the month.
Pete
Join Date: Feb 2004
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Good to see that NCL had the second highest load factor in your sample in respect of Dubai.
The operations of Ryanair and Vueling are showing through on the Alicante, Malaga and Barcelona figures, the Canary Islands are probably picking up a lot of the ex Egypt and Tunisian traffic
The operations of Ryanair and Vueling are showing through on the Alicante, Malaga and Barcelona figures, the Canary Islands are probably picking up a lot of the ex Egypt and Tunisian traffic
Join Date: Jan 2012
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From end of October/1st November Eurowings to Dusseldorf seems to be changing fully to Airbus A319 operated by Germanwings (4U9338/9) and Eurowings operated Airbus A320 under EWG flight nos as todays CRJ a/c (EW1360/1) - info. from booking tool - I guess this should see an uplift in passenger volumes