MANCHESTER 1
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The transfer system at MAN is creaking at the seams and struggling to cope with ever increasing numbers.
Quite a few transfers recently from Huston connecting to Islamabad, many from the TC USA flights going to/from all directions.
The problem is that the transfer system is pretty manual, due to transfers between terminals and a lack of Border Force staff. Some transfers have to be escorted by security staff.
Staff on the ground have no advance notice of the numbers of transfer passengers arriving on certain flights or where they are transferring to.
This is an area that has developed rather than been designed, and as such is inefficient.
Quite a few transfers recently from Huston connecting to Islamabad, many from the TC USA flights going to/from all directions.
The problem is that the transfer system is pretty manual, due to transfers between terminals and a lack of Border Force staff. Some transfers have to be escorted by security staff.
Staff on the ground have no advance notice of the numbers of transfer passengers arriving on certain flights or where they are transferring to.
This is an area that has developed rather than been designed, and as such is inefficient.
Join Date: Jul 2007
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Transfer Pax
Good news and very encouraging about the number of transfer pax for US flights.I wonder what the main method of booking is for those transfers - traditional travel agents, specialist flight shops, on-line booking engines such as Expedia, or direct bookings with airlines.Slightly surprised at the high number from Ireland transferring at MAN rather than flying from DUB to a US hub when they could have USPC. Are fares through MAN that much more attractive?
Good news and very encouraging about the number of transfer pax for US flights.I wonder what the main method of booking is for those transfers - traditional travel agents, specialist flight shops, on-line booking engines such as Expedia, or direct bookings with airlines.Slightly surprised at the high number from Ireland transferring at MAN rather than flying from DUB to a US hub when they could have USPC. Are fares through MAN that much more attractive?
Join Date: Oct 2011
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Transfer Pax
Good news and very encouraging about the number of transfer pax for US flights.I wonder what the main method of booking is for those transfers - traditional travel agents, specialist flight shops, on-line booking engines such as Expedia, or direct bookings with airlines.Slightly surprised at the high number from Ireland transferring at MAN rather than flying from DUB to a US hub when they could have USPC. Are fares through MAN that much more attractive?
Good news and very encouraging about the number of transfer pax for US flights.I wonder what the main method of booking is for those transfers - traditional travel agents, specialist flight shops, on-line booking engines such as Expedia, or direct bookings with airlines.Slightly surprised at the high number from Ireland transferring at MAN rather than flying from DUB to a US hub when they could have USPC. Are fares through MAN that much more attractive?
Very few are direct airline booking, the vast majority are major tour operators/travel agents who have agreements in place with VS and most would be all in packages.
You shouldn't overplay USPC, price is number one for 75-80% from feedback given by transit pax in DUB.
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MCO and LAS have always been massive transit points at LGW/MAN for years.
Very few are direct airline booking, the vast majority are major tour operators/travel agents who have agreements in place with VS and most would be all in packages.
You shouldn't overplay USPC, price is number one for 75-80% from feedback given by transit pax in DUB.
Very few are direct airline booking, the vast majority are major tour operators/travel agents who have agreements in place with VS and most would be all in packages.
You shouldn't overplay USPC, price is number one for 75-80% from feedback given by transit pax in DUB.
Relatively less price sensitive, more time and convenience sensitive.
USPC greatly improves the predictability of end to end timings.
If nothing else, premium traffic willing to take a connection via LHR today may be less willing to do so tomorrow.
It's one more reason to be on the non-stop from MAN.
I think that's a benefit worth having.
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Connectivity ex Manchester appears to be a highly valid point.
Counting up the domestic and dare I say Irish destinations, it serves 2.5 times the number of UK domestic points (and almost 3 times the Heathrow figure if you include Ireland) but fails to actually tell anybody that matters !
Until I counted I didn't realise this !
Ask our Westminster MPs who all "thoroughly briefed on Heathrow" but probably believe Manchester is just another "small" airport.
Heathrow is an airport for London.
Manchester appears to be growing rapidily into an airport for the UK as a whole.
Counting up the domestic and dare I say Irish destinations, it serves 2.5 times the number of UK domestic points (and almost 3 times the Heathrow figure if you include Ireland) but fails to actually tell anybody that matters !
Until I counted I didn't realise this !
Ask our Westminster MPs who all "thoroughly briefed on Heathrow" but probably believe Manchester is just another "small" airport.
Heathrow is an airport for London.
Manchester appears to be growing rapidily into an airport for the UK as a whole.
Last edited by Navpi; 23rd Jun 2017 at 05:02.
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Would have thought USPC is most relevant for premium traffic.
Relatively less price sensitive, more time and convenience sensitive.
USPC greatly improves the predictability of end to end timings.
If nothing else, premium traffic willing to take a connection via LHR today may be less willing to do so tomorrow.
It's one more reason to be on the non-stop from MAN.
I think that's a benefit worth having.
Relatively less price sensitive, more time and convenience sensitive.
USPC greatly improves the predictability of end to end timings.
If nothing else, premium traffic willing to take a connection via LHR today may be less willing to do so tomorrow.
It's one more reason to be on the non-stop from MAN.
I think that's a benefit worth having.
Most people booking a flight don't give a taught to immigration processing times. It's a good perk but I can't see people for example opting for DUB over LHR solely because of it.
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MAN JFK in J hovers around $4,000. It varies little in general, although occasionally by a lot.
People buy it today and they also buy connections at LHR.
People buy both today at that same price.
I am simply arguing that USPC raises the value of that non-stop versus that connection. Any business traveller who frequently routes TATL already knows all about immigration delays. They don't need lessons.
No comment on DUB. As for countless other business travellers, it either is or isn't on their approved list. The Shamrock just isn't valuable enough to us so we have no relationship with them. It isn't on our approved list and I can't buy it, so it doesn't matter what the fare is.
People buy it today and they also buy connections at LHR.
People buy both today at that same price.
I am simply arguing that USPC raises the value of that non-stop versus that connection. Any business traveller who frequently routes TATL already knows all about immigration delays. They don't need lessons.
No comment on DUB. As for countless other business travellers, it either is or isn't on their approved list. The Shamrock just isn't valuable enough to us so we have no relationship with them. It isn't on our approved list and I can't buy it, so it doesn't matter what the fare is.
Last edited by pilot9249; 23rd Jun 2017 at 20:39.
Join Date: Jul 2004
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PhenoMANon
MAN really is a phenomenon on the European air transport scene. With no patronage by the National Government and minimal involvement of the Flag Carrier the airport has a remarkable volume of traffic, airlines, and destinations on an increasingly global scale. DUB (with both Government and Flag Carrier patronage) does very well to the USA but is way behind MAN going East. Then look at Lyon, France's second city - two long-haul destinations, Dubai and Montreal, not even a service to New York.
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roverman
The UK is one of the most populated area in Europe so not exactly a big surprise that it handles the volumes of passenger. TCX is MAN based and while not a flag carrier, it's as good as one and there are similar airports around Europe with such carriers and tend to do as well as MAN in attracting x, y and z carrier. The only difference with MAN is they have 4-5 of those big carriers and the others only 1 or 2.
Government interference is rarely good for airports, be thankful MAN dons't have it.
The UK is one of the most populated area in Europe so not exactly a big surprise that it handles the volumes of passenger. TCX is MAN based and while not a flag carrier, it's as good as one and there are similar airports around Europe with such carriers and tend to do as well as MAN in attracting x, y and z carrier. The only difference with MAN is they have 4-5 of those big carriers and the others only 1 or 2.
Government interference is rarely good for airports, be thankful MAN dons't have it.
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To piggy back of Roverman's example, MAN benefits from being the primary (long haul at least) airport for a number of major cities, not just Manchester.
Leeds, Liverpool, Sheffield - and to a lesser extent Newcastle, Birmingham and the East Midlands. Each of these is at least as large as Lyon - and in some cases, significantly larger.
I still think MAN has a long way to go to reach its potential and act as the primary global gateway for the north of England and Scotland. Programmes like the TP, and surface access schemes (including HS2/3, TP Tunnel) will help MAN achieve this from a catchment perspective. However, getting the critical mass to achieve a strong transfer product (UK and European transfers) has to be on the agenda, and it is pleasing to hear that this is starting to bear fruit.
Leeds, Liverpool, Sheffield - and to a lesser extent Newcastle, Birmingham and the East Midlands. Each of these is at least as large as Lyon - and in some cases, significantly larger.
I still think MAN has a long way to go to reach its potential and act as the primary global gateway for the north of England and Scotland. Programmes like the TP, and surface access schemes (including HS2/3, TP Tunnel) will help MAN achieve this from a catchment perspective. However, getting the critical mass to achieve a strong transfer product (UK and European transfers) has to be on the agenda, and it is pleasing to hear that this is starting to bear fruit.
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I still think MAN has a long way to go to reach its potential and act as the primary global gateway for the north of England and Scotland.
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This was Gil Thompson's stated objective but be honest, that predated the fragmentation of airport policy and the rise of open skies in Scotland and Edinburgh taking off after years of being politically restrained. Given most of the main MAN long haul carriers have a presence at either GLA /EDI,your asking them to cannibalise their own traffic. Emirates doesn't want it's GLA traffic at MAN and Delta don't want EDI traffic using VS out of MAN. There will be feed of course but MAN is not going to be the long haul airport of choice for the Scottish market.
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This was Gil Thompson's stated objective but be honest, that predated the fragmentation of airport policy and the rise of open skies in Scotland and Edinburgh taking off after years of being politically restrained. Given most of the main MAN long haul carriers have a presence at either GLA /EDI,your asking them to cannibalise their own traffic. Emirates doesn't want it's GLA traffic at MAN and Delta don't want EDI traffic using VS out of MAN. There will be feed of course but MAN is not going to be the long haul airport of choice for the Scottish market.
also fly to Scotland. However, the presence of airlines such as CX, SQ, SV, WY and, until EDI get a Chinese service, HU do provide MAN with a certain attraction I would have thought, although without the frequencies available at LHR of course.
I would also suggest that VS and TCX flying direct from MAN to cities in the US not served direct from GLA or EDI is also a selling point. LAX, SFO, MIA and LAS come to mind.
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Maybe not, but Scotland still has the problem of schizophrenia as far as air transport is concerned, for long haul certainly. A population of 5 million plus perhaps a few more from the very North of England, and two airports to serve a catchment a quarter the size of MAN's (without Scotland). Airline has to decide - I want to serve Scotland, do I go to EDI for the Tattoo or GLA for the bevvies? I am not going to both parties.
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Actually United, Delta, American and Air Canada Rouge do serve both EDI and GLA. Virgin serve GLA alongside a large TCX Florida and sun program. There will be a fair few using TCX at MAN on price I think. Also QR, EK and EY all serve the Scottish market directly. There are always good options out of MAN for the Scottish market is an added part of the extended catchment area.
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