MANCHESTER 1
You would think with EI IAG bound and Vueling expanding, we might start to see airlines moving terminals all over Europe now? Like all IAG/OW airlines having the same ground handlers etc just to reduce costs?
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Well let's remember at MAN, there are soon to be lots of terminal moves, with T1 eventually closing.
AA, IB and BA will be moving to T2, so, one would assume Vueling could head over there with them.
KL, ADR and AF will also be going to T2.
T3 is going to be pretty much Flybe, Aurigny, Ryanair and Jet2 exclusive going by reported requests from them.
AA, IB and BA will be moving to T2, so, one would assume Vueling could head over there with them.
KL, ADR and AF will also be going to T2.
T3 is going to be pretty much Flybe, Aurigny, Ryanair and Jet2 exclusive going by reported requests from them.
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2,564,934 (incl transit) up 5.88% in July, transit dragged growth figure down from 6.08. Domestic only fall by over 6% - seems steep despite Little Red going?
Traffic Statistics | Manchester Airport
Traffic Statistics | Manchester Airport
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JULY Stats.
Personally, I'm delighted with an increase in Terminal pax of just over 6% in one of the busiest, if not the busiest, months of the year. Yes, some airports may disclose > 10% growth, but let's remember that ACL report at the start of summer which showed an increase in seat capacity over the summer of only 1.3% which disappointed some, including me. Remember also that significant reduction in Monarch flights and available seats with 3 less based a/c. which had to be overcome. I wonder whether the higher than expected percentage increase is due primarily to higher load factors, or late additions to schedules since the ACL report, or a combination of both.
Some encouraging snippets from LAX that he's reported. I'd noted that Ryanair were increasing frequency to Barcelona from BHX this winter (as too are MON) so good news if MAN's flights are also increasing.
I must admit that if there were to be an increase in US flights by one of the legacies, I was thinking it would most likely be DL/VS. If United do start a seasonal ORD, it would put us on a par with EDI (they have 2 x EWR and 1 x ORD) with 3 daily summer flights (assuming of course EWR and IAD continue as well).
In terms of airlines and which terminals after the TP, it has been suggested that flybe might be persuaded to switch to T2 to be with their long haul code share partners, thereby creating space in T3 but the latter may not be expanded. That being the case, you couldn't fit all the locos into T3 so I guess the question marks would be over Jet 2 and easyJet, which between them currently have about 24 based a/c in the summer.
Personally, I'm delighted with an increase in Terminal pax of just over 6% in one of the busiest, if not the busiest, months of the year. Yes, some airports may disclose > 10% growth, but let's remember that ACL report at the start of summer which showed an increase in seat capacity over the summer of only 1.3% which disappointed some, including me. Remember also that significant reduction in Monarch flights and available seats with 3 less based a/c. which had to be overcome. I wonder whether the higher than expected percentage increase is due primarily to higher load factors, or late additions to schedules since the ACL report, or a combination of both.
Some encouraging snippets from LAX that he's reported. I'd noted that Ryanair were increasing frequency to Barcelona from BHX this winter (as too are MON) so good news if MAN's flights are also increasing.
I must admit that if there were to be an increase in US flights by one of the legacies, I was thinking it would most likely be DL/VS. If United do start a seasonal ORD, it would put us on a par with EDI (they have 2 x EWR and 1 x ORD) with 3 daily summer flights (assuming of course EWR and IAD continue as well).
In terms of airlines and which terminals after the TP, it has been suggested that flybe might be persuaded to switch to T2 to be with their long haul code share partners, thereby creating space in T3 but the latter may not be expanded. That being the case, you couldn't fit all the locos into T3 so I guess the question marks would be over Jet 2 and easyJet, which between them currently have about 24 based a/c in the summer.
Last edited by MANFOD; 4th Aug 2015 at 13:36.
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Flybe have opted for T3, which, don't forget, will be connected to T2 by both airside and landslide links, so, transfers should not be an issue (even if there is a slight walk).
Let's not forget, BE codeshare/interlink with EK and TCX in T1 and CX in T2, so, the fact they stay in T3 while their connection partners are in T2 shouldn't,t be an issue.
Also, th Dash 8 doesn't use air bridges, and apparently MAG want the vast majority, if not all, the T2 carriers to use contact stands. One of the main purposes of this projects is to increase contact stands (as well as improve the pax experience).
United would be 3 daily next summer, the same as EDI.
Let's not forget, BE codeshare/interlink with EK and TCX in T1 and CX in T2, so, the fact they stay in T3 while their connection partners are in T2 shouldn't,t be an issue.
Also, th Dash 8 doesn't use air bridges, and apparently MAG want the vast majority, if not all, the T2 carriers to use contact stands. One of the main purposes of this projects is to increase contact stands (as well as improve the pax experience).
United would be 3 daily next summer, the same as EDI.
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Flybe have opted for T3, which, don't forget, will be connected to T2 by both airside and landslide links, so, transfers should not be an issue (even if there is a slight walk).
As an aside, good to see the 4 x VS flights on the T2 departure screens this morning, along with DL, UA, CX (very busy again by the looks of it) and SV.
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Jet2 into T3 sounds awfully cosy. Their current Summer 2015 based fleet sees upto 17 aircraft at MAN (7 x B752*, 6 x B733, 4 x B738). Bus transfers to remote parking, maybe? Ryanair's August based fleet should be 8 x B738 with several aircraft visiting from other bases. FlyBe is 10 based (6 x DH8D, 4 x E175) with several visiting from other bases. Twice daily visits (or more) by Aurigny too.
Quite how would T3 cope with all that - plus any growth in the interim, given that it does not appear to be in line for extension work over the next decade? Jet2 has a very large throughput of flights during Summer months and enjoys healthy load factors on high-capacity aircraft. The only solution I can think of is possibly changing the demarcation of where T3 'ends' and T1/2 'begins'. If Pier B were to be reorganised as a constituent part of the T3 complex, the above arrangements could work. Thoughts?
By the way, reference Icelandair additional capacity in late Winter / early Spring. Isn't this the time of year when tourists have the highest statistical chance of seeing the Aurora Borealis? Big business for Iceland ...
* Jet2 B752 number includes the leased Privilege Style aircraft.
Quite how would T3 cope with all that - plus any growth in the interim, given that it does not appear to be in line for extension work over the next decade? Jet2 has a very large throughput of flights during Summer months and enjoys healthy load factors on high-capacity aircraft. The only solution I can think of is possibly changing the demarcation of where T3 'ends' and T1/2 'begins'. If Pier B were to be reorganised as a constituent part of the T3 complex, the above arrangements could work. Thoughts?
By the way, reference Icelandair additional capacity in late Winter / early Spring. Isn't this the time of year when tourists have the highest statistical chance of seeing the Aurora Borealis? Big business for Iceland ...
* Jet2 B752 number includes the leased Privilege Style aircraft.
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Ah, yes Shed, the eternal B pier.
I suppose in terms of parking stands, treating it as an extension of T3 might make sense with perhaps a slightly shorter walk for pax than from T2.
However, what about check-in facilities. T3 in the morning peaks can be pretty congested, and even allowing for AA/KLM/AF moving out, and the small space where J class pax check in for the US flights, it surely wouldn't accommodate all of Jet2's ops at current levels. At present they have a very decent self-contained facility on ground level of T1 with its own security so I doubt they would want to be squashed into T3.
As I recall, B pier has some 14 stands for narrow bodied a/c so I was assuming that would really be an add-on for T2.
I suppose in terms of parking stands, treating it as an extension of T3 might make sense with perhaps a slightly shorter walk for pax than from T2.
However, what about check-in facilities. T3 in the morning peaks can be pretty congested, and even allowing for AA/KLM/AF moving out, and the small space where J class pax check in for the US flights, it surely wouldn't accommodate all of Jet2's ops at current levels. At present they have a very decent self-contained facility on ground level of T1 with its own security so I doubt they would want to be squashed into T3.
As I recall, B pier has some 14 stands for narrow bodied a/c so I was assuming that would really be an add-on for T2.
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"Well let's remember at MAN, there are soon to be lots of terminal moves, with T1 eventually closing.
AA, IB and BA will be moving to T2, so, one would assume Vueling could head over there with them.
KL, ADR and AF will also be going to T2.
T3 is going to be pretty much Flybe, Aurigny, Ryanair and Jet2 exclusive going by reported requests from them."
Where will Thomas cook go?
AA, IB and BA will be moving to T2, so, one would assume Vueling could head over there with them.
KL, ADR and AF will also be going to T2.
T3 is going to be pretty much Flybe, Aurigny, Ryanair and Jet2 exclusive going by reported requests from them."
Where will Thomas cook go?
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Terminals
I would have thought that post development the two terminals need to be viewed as the location where you check-in as opposed to board for some carriers. Pier B will still be there with other nearby stands none of which will be near either the T2 check-in or the T3 check-in.
It's perfectly possible that Jet2 could use T3 check-in but have aircraft on Pier B so it's not a straight forward matter of thinking that if they are T3 based they will be using T3 stands as we know them now (although I've checked in at T3 and boarded on Pier B in the past as it is).
It's perfectly possible that Jet2 could use T3 check-in but have aircraft on Pier B so it's not a straight forward matter of thinking that if they are T3 based they will be using T3 stands as we know them now (although I've checked in at T3 and boarded on Pier B in the past as it is).
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The slightly more detailed plans will be in a few weeks via the mantp website.
Also TCX will be at T2 as they are interested in CBP and also T3 is to have few, if not, no widebody stands.
Also TCX will be at T2 as they are interested in CBP and also T3 is to have few, if not, no widebody stands.
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It's perfectly possible that Jet2 could use T3 check-in but have aircraft on Pier B
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In theory, yes Gavin. But as I tried to question, would it be practical in the space available landside in T3 (with no expansion) to have 15 x Jet 2 flights checking in for departures leaving between say 06.00 and 08.30 along with 8 x Ryanair and numerous flybe flights? And that's based on current summer activity.
I'd personally like to see all of the T3 check-in become an extended lounge with a new check-in area whete T1 is / was but we'll see what comes out of the plans.
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Remember of course that MAG is planning for a future in which the traditional airport check-in desk will virtually cease to exist. What will be needed is an effective and efficient baggage drop area where luggage can be expeditiously labelled and dispatched. Queues for this facility need not be flight-number specific, similar to the queue for security screening. Once this becomes the norm, former check-in space can be redirected to other uses.
Given the recent presentation I attended, the intention was T3 would be "low cost" operators with own check-in.
I'd like to see a simple efficient bag drop at "The station" for T3 airlines thus making the use of public transport to T3 easier.
Currently there is no logical route from Train to T3.
I'd like to see a simple efficient bag drop at "The station" for T3 airlines thus making the use of public transport to T3 easier.
Currently there is no logical route from Train to T3.
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Remember of course that MAG is planning for a future in which the traditional airport check-in desk will virtually cease to exist. What will be needed is an effective and efficient baggage drop area where luggage can be expeditiously labelled and dispatched. Queues for this facility need not be flight-number specific, similar to the queue for security screening. Once this becomes the norm, former check-in space can be redirected to other uses.
