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If nothing changes then next year Ryanair will operate 3 routes and 5 weekly flights to Cardiff in the summer. The airport will need more than that so adding 2 or 3 routes from Europe's biggest airline coming to probably 4 to 6 extra weekly flights isn't putting over capacity at an airport like Cardiff considering the leakage out of it's area.
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Of course it's great news that Malta is back and that it is Ryanair that are operating that but if the airport is serious about getting above 2 million passengers again and if Ryanair is serious about Cardiff then more will be required.
If nothing changes then next year Ryanair will operate 3 routes and 5 weekly flights to Cardiff in the summer. The airport will need more than that so adding 2 or 3 routes from Europe's biggest airline coming to probably 4 to 6 extra weekly flights isn't putting over capacity at an airport like Cardiff considering the leakage out of it's area.
If nothing changes then next year Ryanair will operate 3 routes and 5 weekly flights to Cardiff in the summer. The airport will need more than that so adding 2 or 3 routes from Europe's biggest airline coming to probably 4 to 6 extra weekly flights isn't putting over capacity at an airport like Cardiff considering the leakage out of it's area.
I know its been spoken about to death but brexit will play a part in airline’s decisions for next year so having a further 21000 seats available from one airline isn’t bad. Coupled up with the 100,000 extra from TUI and the increases from TCX for starting earlier in the season and rumours of a 4th based BE Unit is a great boost towards the 2m mark. What are the predictions for what CWL should finish on this year? 1.5m? 1.6m?
I know that we all have wishlists for the destinations we would like to see from airlines and I’m sure FR have looked at many potential routes from places like cardiff and will continue to do so. The people of wales and Malta now need to use this route to show that further routes can be viable. The market is there and providing they can price it right to make it cheaper flying from Cardiff than driving to BRS or BHX then people I’m sure will use them.
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Cardiff should be around the 1.6 million mark this year and the airports objective is 2 million passengers by 2021.
Hopefully by then the Ryanair network at the airport will be big enough to see at least a daily movement from them!
The airport is growing well and going in the right direction and it'll be interesting to see if any new airlines turn up or return in the future!
Hopefully by then the Ryanair network at the airport will be big enough to see at least a daily movement from them!
The airport is growing well and going in the right direction and it'll be interesting to see if any new airlines turn up or return in the future!
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202,600 passengers used the airport in August up 11% on last year the highest month in a decade.
https://www.cardiff-airport.com/news/2018/09/14/cardiff-airport-welcomes-busiest-summer-month-in-a-decade/
https://www.cardiff-airport.com/news/2018/09/14/cardiff-airport-welcomes-busiest-summer-month-in-a-decade/
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So although they aren't onsale yet it looks like Ryanair has started to load up Faro and Tenerife, the new route Malta is onsale.
Faro is 2 weekly Monday and Friday the same as this year.
Monday FAO-CWL 08.45-11.25 CWL-FAO 11.50-14.30
Friday FAO-CWL 16.20-19.00 CWL-FAO 19.25-22.05
Tenerife South is 1 weekly Thursday the same as this year.
TFS-CWL 14.20-18.15 CWL-TFS 18.40-22.45
Malta is 2 weekly Wednesday and Sunday
MLA-CWL 07.00-09.25 CWL-MLA 09.50-14.15
That gives Cardiff 5 weekly flights from Ryanair +2 on 2018 and the only days there will not be a Ryanair flight is Tuesdays and Saturdays.
I would love to think there maybe more too come but i won't hold my breath.
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https://www.walesonline.co.uk/business/business-news/new-cardiff-manchester-air-route-15164040
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It will be interesting to see what carrier will operate the routes but expect Flybe would do MAN to tie in with their hub there.
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The welsh government seem to have forgotten about Anglesey / VLY not only does the Cardiff route need a larger aircraft there should be a PSO to London and maybe Scotland.
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The problem there is the terminal. They did apply to be increase capacity on the VLY route but the CAA and Department of transport said no.
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I’m aware of the No destination on the Cardiff route but this should have been appealed as the demand is there just the aircraft isn’t. The terminal could cope with double the passengers on the Cardiff aircraft.
But London should be a given, I don’t see why investment would be a problem the owners and investors in the new power plant would probably pay for most of the cost of a larger terminal building.
But London should be a given, I don’t see why investment would be a problem the owners and investors in the new power plant would probably pay for most of the cost of a larger terminal building.
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Yeah I agree, London should surely work as a PSO route as it is with Flybe NQY-LGW, Loganair DND-STN and Flybmi LDY-STN.
After a lot of turmoil and worry with Highland Airways, Manx2, Links Air and Citywing it is good to see the Eastern/Flybe franchised J41 doubt a good service at long last, much better suited aircraft than the old J31 and D28 and more passenger appealing too.
Any idea as to when we will learn is these PSO routes have been successful ?
I wonder if Flybe would look at LGW as they currently operate there with a PSO route from NQY
After a lot of turmoil and worry with Highland Airways, Manx2, Links Air and Citywing it is good to see the Eastern/Flybe franchised J41 doubt a good service at long last, much better suited aircraft than the old J31 and D28 and more passenger appealing too.
Any idea as to when we will learn is these PSO routes have been successful ?
I wonder if Flybe would look at LGW as they currently operate there with a PSO route from NQY
Last edited by Letsflycwl; 18th Sep 2018 at 18:04.
Brunel to Concorde
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PSO routes
https://ec.europa.eu/transport/sites...elines-pso.pdf
In the absence of case law from the European Court of Justice, the European Commission issued Interpretative Guidelines last year in respect of PSOs - see above link. They make it clear that future Court of Justice decisions might overturn some of the guidelines.
Of course, it’s not just a case of a government deciding that route A-B would be a good one for a PSO. There have to be reasons that satisfy the legislation and the interpretation.
As regards Cardiff-London, on the face it rail connectivity, soon to be improved even more with electrification, would make an air PSO extremely unlikely. The rail journey is under three hours, well under in fact, and it’s probable that the half-hourly frequency would not satisfy the principle for an air PSO.
Below are the relevant EC interpretations on other transport, particularly rail.
38. PSOs should only be imposed insofar as other transport modes cannot meet the transport needs of the region concerned. Account should be taken mainly of services offered by train, ferry and coach operators. The adequacy of the services should be assessed, in particular, with regard to their frequency, journey times, departure times and to possible connections to other important destinations, in particular long-haul travel options. The possibilities of individual (car) transport should also be explored, having regard in particular to the journey times by road.
39. Particular consideration should be given to train services that serve the envisaged route with a travel time of less than three hours. This refers to both high-speed train services and other train services. Where such train services provide sufficient frequencies for the mobility needs of the concerned region, PSOs should in principle not be imposed on air services. Exceptionally, such PSOs could be considered however, in particular if the train services do not allow adequate connections to medium- and long-haul air services (e.g. inadequate connection between the train station in the region concerned and the airport offering medium- and long-haul services or absence of alternative travel options to connect to the long-haul destinations, including indirect flight options). The assessment needs to be carried out on a case-by case basis.
The UK government seems anxious to be sure that this is not simply a back-door method of axing APD on the routes in question. There is clearly more negotiating to be done before the UK government is willing to send the proposals to the EC.
A Welsh Government spokesperson said today, ”We have received the response from the UK Government setting out a number of challenges to our proposals. We want to work with the UK Government to allow us to be able to provide this connectivity across the UK which will be especially important post Brexit and to help re-balance the UK economy.”
A UK spokesperson said today, “Our aviation strategy will consider wider use of PSOs and we will use our upcoming Green Paper and consultation as an opportunity to fully work up the policy options, ensuring it is fit for the whole of the UK.”
The routes that the Welsh Government would like to see as PSOs are Cardiff to Manchester, Leeds-Bradford, Humberside, Glasgow, Aberdeen, London, Newquay, Inverness and Norwich. Manchester is reported to be their number one target.
In the absence of case law from the European Court of Justice, the European Commission issued Interpretative Guidelines last year in respect of PSOs - see above link. They make it clear that future Court of Justice decisions might overturn some of the guidelines.
Of course, it’s not just a case of a government deciding that route A-B would be a good one for a PSO. There have to be reasons that satisfy the legislation and the interpretation.
As regards Cardiff-London, on the face it rail connectivity, soon to be improved even more with electrification, would make an air PSO extremely unlikely. The rail journey is under three hours, well under in fact, and it’s probable that the half-hourly frequency would not satisfy the principle for an air PSO.
Below are the relevant EC interpretations on other transport, particularly rail.
38. PSOs should only be imposed insofar as other transport modes cannot meet the transport needs of the region concerned. Account should be taken mainly of services offered by train, ferry and coach operators. The adequacy of the services should be assessed, in particular, with regard to their frequency, journey times, departure times and to possible connections to other important destinations, in particular long-haul travel options. The possibilities of individual (car) transport should also be explored, having regard in particular to the journey times by road.
39. Particular consideration should be given to train services that serve the envisaged route with a travel time of less than three hours. This refers to both high-speed train services and other train services. Where such train services provide sufficient frequencies for the mobility needs of the concerned region, PSOs should in principle not be imposed on air services. Exceptionally, such PSOs could be considered however, in particular if the train services do not allow adequate connections to medium- and long-haul air services (e.g. inadequate connection between the train station in the region concerned and the airport offering medium- and long-haul services or absence of alternative travel options to connect to the long-haul destinations, including indirect flight options). The assessment needs to be carried out on a case-by case basis.
The UK government seems anxious to be sure that this is not simply a back-door method of axing APD on the routes in question. There is clearly more negotiating to be done before the UK government is willing to send the proposals to the EC.
A Welsh Government spokesperson said today, ”We have received the response from the UK Government setting out a number of challenges to our proposals. We want to work with the UK Government to allow us to be able to provide this connectivity across the UK which will be especially important post Brexit and to help re-balance the UK economy.”
A UK spokesperson said today, “Our aviation strategy will consider wider use of PSOs and we will use our upcoming Green Paper and consultation as an opportunity to fully work up the policy options, ensuring it is fit for the whole of the UK.”
The routes that the Welsh Government would like to see as PSOs are Cardiff to Manchester, Leeds-Bradford, Humberside, Glasgow, Aberdeen, London, Newquay, Inverness and Norwich. Manchester is reported to be their number one target.
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I’m aware of the No destination on the Cardiff route but this should have been appealed as the demand is there just the aircraft isn’t. The terminal could cope with double the passengers on the Cardiff aircraft.
But London should be a given, I don’t see why investment would be a problem the owners and investors in the new power plant would probably pay for most of the cost of a larger terminal building.
But London should be a given, I don’t see why investment would be a problem the owners and investors in the new power plant would probably pay for most of the cost of a larger terminal building.
As for the PSO routes from Cardiff i don't see them happening as i think the UK government will just say no. If the Welsh government wants Flybe to launch a Manchester route then they are going to have to back it another way.
As regards Cardiff-London, on the face it rail connectivity, soon to be improved even more with electrification, would make an air PSO extremely unlikely. The rail journey is under three hours, well under in fact, and it’s probable that the half-hourly frequency would not satisfy the principle for an air PSO.
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My thoughts exactly. That's city to city too. Is there really enough business/leisure traffic to support 2 return flights per day?
Connectivity wise, what could MAN offer CWL?
There is of course Atlantic connections, but not sure MAN is a big enough HUB.
We have QR to the east so why dilute that?
Flybe use CWL as a mini hub for some connections, so why take that away from CWL. Other connections using BE via MAN seem pointless given that it's in the wrong direction to connect to where anyone would want to go.
If this was a standalone route then crack on and good luck. But no way should this be funded. If any money was going to go into connecting MAN it should go on improving train capacity as this can be a busy route.
Connectivity wise, what could MAN offer CWL?
There is of course Atlantic connections, but not sure MAN is a big enough HUB.
We have QR to the east so why dilute that?
Flybe use CWL as a mini hub for some connections, so why take that away from CWL. Other connections using BE via MAN seem pointless given that it's in the wrong direction to connect to where anyone would want to go.
If this was a standalone route then crack on and good luck. But no way should this be funded. If any money was going to go into connecting MAN it should go on improving train capacity as this can be a busy route.
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My thoughts exactly. That's city to city too. Is there really enough business/leisure traffic to support 2 return flights per day?
Connectivity wise, what could MAN offer CWL?
There is of course Atlantic connections, but not sure MAN is a big enough HUB.
We have QR to the east so why dilute that?
Flybe use CWL as a mini hub for some connections, so why take that away from CWL. Other connections using BE via MAN seem pointless given that it's in the wrong direction to connect to where anyone would want to go.
If this was a standalone route then crack on and good luck. But no way should this be funded. If any money was going to go into connecting MAN it should go on improving train capacity as this can be a busy route.
Connectivity wise, what could MAN offer CWL?
There is of course Atlantic connections, but not sure MAN is a big enough HUB.
We have QR to the east so why dilute that?
Flybe use CWL as a mini hub for some connections, so why take that away from CWL. Other connections using BE via MAN seem pointless given that it's in the wrong direction to connect to where anyone would want to go.
If this was a standalone route then crack on and good luck. But no way should this be funded. If any money was going to go into connecting MAN it should go on improving train capacity as this can be a busy route.
https://gov.wales/about/cabinet/cabi...nsPSO/?lang=en
As regards funding of the routes, he said, "Other than some modest marketing budget, I do not intend to provide any further subsidy for these new routes. Early market indication is the proposed incentives may be sufficient for many, if not all, of these routes to operate in this way – but only a formal tender process will flush that out. If the market does not think these incentives are sufficient for a particular route, then no contract will be awarded for that route."
The incentives mentioned are a four-year period of exclusivity on each of the routes and an absence of air passenger duty.
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well it's seems APD is firmly back on the Welsh Assemblies agenda and being raised by Andrew RT Davies as well as other AMs. As the airport is one of the major employers in Alun Cairnes constituency and as he is the Secretary of Estate for Wales I expect he'll support it for the airport and their employees through Westminster.