MANCHESTER 1
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DL/VS and AA could be the cases of seeing higher premium demand.
DL are using their B767-300 with the larger J cabin on the JFK run next summer, VS A330 has a larger upper class than the DL B767 it replaced (DL J class obviously), and, AA made a point of using the B767 with the new business on the JFK route.
DL are using their B767-300 with the larger J cabin on the JFK run next summer, VS A330 has a larger upper class than the DL B767 it replaced (DL J class obviously), and, AA made a point of using the B767 with the new business on the JFK route.
Join Date: Jan 2006
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Ah yes, MAN did so well when BA was based. Best at lost luggage, best at flying the smallest planes known to MAN and Best for transatlantic plane breakdowns.
First Class. Market changed a long time ago, someone needs to keep up. Three class is now Biz/Econ+/Econ.
LHR R3 - MAN can stand on it's own two feet. LHR needs a 3rd Runway.
Lady from Liverpool Uni. Doing a great Job pushing her Uni. Most students via LHR, then train or shuttle via MAN I guess. Growth in China, guess who gets direct China links next year? Liv promotion Uni guys on tours in Asia have shown MAN as nearest Intl airport. Bagso, you need to send her flowers not put her down.
First Class. Market changed a long time ago, someone needs to keep up. Three class is now Biz/Econ+/Econ.
LHR R3 - MAN can stand on it's own two feet. LHR needs a 3rd Runway.
Lady from Liverpool Uni. Doing a great Job pushing her Uni. Most students via LHR, then train or shuttle via MAN I guess. Growth in China, guess who gets direct China links next year? Liv promotion Uni guys on tours in Asia have shown MAN as nearest Intl airport. Bagso, you need to send her flowers not put her down.
Let's just brush under the carpet the fact that 4 carriers do currently offer a first class cabin from Manchester.........
Who am I missing?
As an aside, now that MON have sold their heavies, I expect they are more vulnerable than TOM or TCX to what is going on in North Africa? The other 2 can just offer more Cancun, Barbados etc to compensate.
Don't Etihad offer First on the A346, although I appreciate it's only temporary.
OK so it's Emirates, Singapore and for a period Etihad. Who's the missing one?
Join Date: Sep 2002
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LHR needs a 3rd Runway.
Most students via LHR, then train or shuttle via MAN I guess. Growth in China,
Bagso, you need to send her flowers not put her down.
Many of those who would otherwise have gone to those places will holiday in the Canaries or Caribbean instead.
Join Date: Dec 2003
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Very interesting re The FT and BA comment re Manchester.
It's precisely the subject I addressed on the Heathrow thread and dare I say it reinforced by this piece in the media.
The clamour for runway 3 is I believe based on connectivity using the current model with BA and its connections to the regions.
A number of posters on the LHR thread have suggested,somewhat flippantly in my view, this could quite easily be replaced by EZY, Flybe or BMIR should BA be squeezed out or retract to long haul. Maybe it could but I'm not sure that is what the current supporters of Heathrow 3 have signed up for.
Absolutely nothing wrong with those 3 airlines btw but could the seamless model in situ now be replaced easily ?
Maybe it could, but is that what Glasgow Chamber of Commerce really want ?
It shows how much weight BA still carry on in the media!
They simply have to be part of the process re runway 3
It's precisely the subject I addressed on the Heathrow thread and dare I say it reinforced by this piece in the media.
The clamour for runway 3 is I believe based on connectivity using the current model with BA and its connections to the regions.
A number of posters on the LHR thread have suggested,somewhat flippantly in my view, this could quite easily be replaced by EZY, Flybe or BMIR should BA be squeezed out or retract to long haul. Maybe it could but I'm not sure that is what the current supporters of Heathrow 3 have signed up for.
Absolutely nothing wrong with those 3 airlines btw but could the seamless model in situ now be replaced easily ?
Maybe it could, but is that what Glasgow Chamber of Commerce really want ?
It shows how much weight BA still carry on in the media!
They simply have to be part of the process re runway 3
Last edited by Bagso; 23rd Nov 2015 at 17:33.
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Re the Delta,their website shows 221 outbound and 421 inbound. Also the departure time from MAN seems to keep changing from 1250 to 1100 to 1115.
Can you check if possible to see whats what.
many thanks.
Can you check if possible to see whats what.
many thanks.
The clamour for runway 3 is I believe based on connectivity using the current model with BA connections to the regions.
When BA flew out of MAN long haul, they offered F on the TriStar, then the B763 and in later years as Club ate into the F market, dropped F in favour of a dedicated two class B763 offering CY only. Perhaps leave LHR to the LHR thread maybe? I have given up as there's nothing new to say.
The Delta JFK flights are odd as all outbound transatlantics are supposed to be in the DL400* range as they're all out of T4, the return flights were not so numbered. It makes no sense to me but the idea was to help pax get the terminal right.
Last edited by Skipness One Foxtrot; 23rd Nov 2015 at 22:17.
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Puttiing the EDI/GLA growth in perspective...
6 million more passengers in the last 5 years. I've a slight dispute with those figures...
The figures for those airports in 2010 and the 12 month rolling total to Sept 2015
GLA: 6.52 million => 8.51 million. UP 1.99 million (30.5% growth)
EDI: 8.59 million => 10.88 million. UP 2.29 million (26.66% growth)
MAN: 17.66 million => 22.85 million. UP 5.19 million (29.39% growth)
So combined "Central Scotland" was 2.55 million passengers behind MAN in 2010. Now they are 3.46 million behind.
6 million more passengers in the last 5 years. I've a slight dispute with those figures...
The figures for those airports in 2010 and the 12 month rolling total to Sept 2015
GLA: 6.52 million => 8.51 million. UP 1.99 million (30.5% growth)
EDI: 8.59 million => 10.88 million. UP 2.29 million (26.66% growth)
MAN: 17.66 million => 22.85 million. UP 5.19 million (29.39% growth)
So combined "Central Scotland" was 2.55 million passengers behind MAN in 2010. Now they are 3.46 million behind.
Join Date: Dec 2011
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Article in today's Financial times interesting read...sorry can't post the link.
5% growth for man, however lagging behind both GLA and EDI with 13.7 and 9.1 % growth. Still the future is looking good at Manchester. Would be nice to see some of the routes talked about starting, filling some missing holes in the Man network.
5% growth for man, however lagging behind both GLA and EDI with 13.7 and 9.1 % growth. Still the future is looking good at Manchester. Would be nice to see some of the routes talked about starting, filling some missing holes in the Man network.
LHR R3 - MAN can stand on it's own two feet. LHR needs a 3rd Runway.
Lady from Liverpool Uni. Doing a great Job pushing her Uni. Most students via LHR, then train or shuttle via MAN I guess. Growth in China, guess who gets direct China links next year? Liv promotion Uni guys on tours in Asia have shown MAN as nearest Intl airport. Bagso, you need to send her flowers not put her down.
The clamour for runway 3 is I believe based on connectivity using the current model with BA and its connections to the regions.
Connectivity to the regions; the need for more destinations (especially longhaul) and links to the new emerging markets; finding room for the unnamed thirty or so carriers that allegedly wish to operate to/from Heathrow; allowing carriers in the waiting room at Gatwick to move accross; the elimination of chronic congestion and delays; the ending of the secondary slot market; addressing issues of supply and demand; providing for the wishes of pax and carriers who always prefer Heathrow; providing more opportunities for connecting pax by enabling thin routes to be viable (both domestic and longhaul); these are all part of the mix.
A number of posters on the LHR thread have suggested,somewhat flippantly in my view, this could quite easily be replaced by EZY, Flybe or BMIR should BA be squeezed out or retract to long haul. Maybe it could but I'm not sure that is what the current supporters of Heathrow 3 have signed up for.
"Why do you assume that BA will be the only carrier on domestic if there are 3 rwys? There could be several, not just BA, VY and U2 (which has stated an intention to base 30 aircraft at LHR). Of course if thinner routes are started, carriers with smaller aircraft than A319s will be needed, maybe BD reg, BE, T3, who can say?"
"Why do you also assume that there would be only one carrier (BA) on domestic routes?"
"U2 doesn't do interlining so it does not matter. Any carrier on a feed arrangement with one or more long haul carriers may be co-sited. There may even be more UK carriers based at LHR, shock horror."
"Expansion is so far into the future or never, so one can use imaginative thinking. Try it."
All this is speculation obviously, but the balance of probability could favour this scenario.
There seems to be two conflicting views that with three rwys at Heathrow, (1) BA would be the only carrier on BA domestic, and (2) BA won't do any domestic.
We know this is wrong as U2 has clearly stated (in evidence to Davis) that with 3 rwys at LHR, it will base 30 aircraft there and operate several shorthaul routes including domestic.
So at least two carriers on some domestic routes could be possible. The glass is half full.
Genuine question, given IAG don't want LHR opened up to competition anymore than BA wanted VS or BR at LHR at all, and also given Willie Walsh publically saying he doesn't see it happening and even if it does he thinks the price is too high, (Shed is at one with the man) and also any new regional connections would at most be < 20 rotations max, how does that drive a business case for a whole new runway? It's a political argument not a business case, I think. The money to pay for any new tarmac won't be made in a cut throat domestic market.
Potential greater competition is a negative, obviously.
However, the end of the problems and considerable expense of chronic congestion and the endless disruption, plus the advantage of being able to expand without having to spend millions on slots (or on carriers in order to obtain slots), are all positives.
Even with expansion, BA still has many advantages as a long standing incumbent at Heathrow and can have a healthy proportion of the new slots.
Also don't forget that new longhaul routes will need feeders, some will not be viable without it.
Join Date: Jun 2010
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Scotland/MAN
The simple fact here is Scotland are way ahead of MAN in terms of growth rate and they should be considering shap capacity increases from FR moving to GLA, Westjet, FR/EZY big growth at EDI as well as a string of new airlines.
Everybody can make excuses and dress it up how they like by saying they are starting from a lower figure, the fact remains that all airports are starting from prior year figures and the growth rate in % terms will still come out the same.
I browse here now and again and there was nothing significant in capacity terms announced at MAN, you got a few big names in but the reality is capacity wise it isn't much when you look at the bigger picture using FR adding around 1 million if not more seats at GLA. BTW I dont need a big list of what changes happened this year.
They are growing steadily however call a spade a spade here if it was the other way round I don't think you would see such excuses been posted on GLA/EDI and here would be full of congratulations (nothing wrong with that).
As pointed out by a few there has been some big capacity increases added by based carriers in 2016 as well as a few big names arriving. Its those announcements which should deliver a much higher % increase in figures.
On a final note since RY3 approval I have never come accross such media scrutiny and moaning about articles, nobody cares as most people who read take it with a pinch of salt. Very few credible journalists around today.
Some are just a tab over sensitive about PR related to MAN when there isn't anything bad to get worked up about and when there is bad PR its usually warranted such as diversions/handling...
Everybody can make excuses and dress it up how they like by saying they are starting from a lower figure, the fact remains that all airports are starting from prior year figures and the growth rate in % terms will still come out the same.
I browse here now and again and there was nothing significant in capacity terms announced at MAN, you got a few big names in but the reality is capacity wise it isn't much when you look at the bigger picture using FR adding around 1 million if not more seats at GLA. BTW I dont need a big list of what changes happened this year.
They are growing steadily however call a spade a spade here if it was the other way round I don't think you would see such excuses been posted on GLA/EDI and here would be full of congratulations (nothing wrong with that).
As pointed out by a few there has been some big capacity increases added by based carriers in 2016 as well as a few big names arriving. Its those announcements which should deliver a much higher % increase in figures.
On a final note since RY3 approval I have never come accross such media scrutiny and moaning about articles, nobody cares as most people who read take it with a pinch of salt. Very few credible journalists around today.
Some are just a tab over sensitive about PR related to MAN when there isn't anything bad to get worked up about and when there is bad PR its usually warranted such as diversions/handling...
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On a final note since RY3 approval I have never come accross such media scrutiny and moaning about articles, nobody cares as most people who read take it with a pinch of salt. Very few credible journalists around today.
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Interesting to note that Thomas Cook are launching flights from Gatwick to Cape Town next winter. Hopefully this can be launched from Manchester too in the not too distant future. Goes to show that new routes are being launched by Thomas Cook from airports other than Manchester after the recent growth here.
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Seems like WW took a more nuanced line re R3 at the conference yesterday. Ludicrously expensive ; challenged costs of T6, how many chandeliers can you get in a terminal; Commission got sums wrong.
But also some interesting stuff--- possibility of a different revenue stream by tolling the approach roads. Nothing against people paying for the benefits they receive.
That doesn't sound like 'over my dead body'.
But also some interesting stuff--- possibility of a different revenue stream by tolling the approach roads. Nothing against people paying for the benefits they receive.
That doesn't sound like 'over my dead body'.
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Jamie, don't forget that EDI and GLA are also full service airports, so will see growth from things like Diversions, which MAN does not. I am sure they are also Airports with Car Parks attached, and not Car Parks with Airports attached .
Years ago I picked up some Mags from the TAS shop. There was a guy called Peter Hampson. He seemed to be the guy who sorted most things out and I remember reading a comment by him that said "MAN turn nothing away." Where is this guy now? He seems like a good person to sort the diversion and car park issues.
Years ago I picked up some Mags from the TAS shop. There was a guy called Peter Hampson. He seemed to be the guy who sorted most things out and I remember reading a comment by him that said "MAN turn nothing away." Where is this guy now? He seems like a good person to sort the diversion and car park issues.