Manchester-3
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I dont post much, but post 2478 gave me some food for thought. In particular the posters concern about what effect Jet2 putting a base in a nearby airport might do to Manchester and how management appears to be incompetent as a result.
I look at it a different way. Manchester historically has been so good at drumming up business that it punches well above its weight for the area it serves. So much so that it has a monopoly to many destinations from the North West/Yorkshire.
Manchester has become so successful that alot of people will put MAN into a search engine before checking their local airport. They book the flight and then drive past their local airport to reach MAN, despite a flight often being available from say LPL or LBA. I've lost count of the times I've asked someone why they didn't fly from LPL when they live much closer, and the response being "Oh I didn't know you could".
To help me illustrate my point, take TFS, Manchester's busiest route in 2022 (and one to be launched by Jet2 at LPL) and compare passenger traffic compared to LBA/LPL
MAN 814,495
LBA 191,476
LPL 71,690
Considering the population of all three metropolitan areas (forget political boundaries) are not vastly different, its clear to see how effective MAN management have been historically in securing business.
Further to this, with Liverpool in particular, the difference in journey times by car from most areas away from these cities is relatively small.
To consider the thoughts in your post, is this not a bit of long overdue rebalancing? For short haul/high demand destinations at least, which is exactly Jet2's core market.
Why should the locals of Leeds/Liverpool trek all the way to Manchester when their own city is certainly large enough and connected enough to sustain a more diverse choice of flights?
Why should airlines put all their eggs in one basket and not have a base at others to trade the two off to get better fees.
To me, the average consumer, I can only see it as a positive that there is more choice. I consider MAN to have enjoyed a near monopoly in the North for too long and a dose of competition is what's needed to benefit the wider public.
I would imagine in an ideal world, the quick selling short haul destinations market would be fairly equal in size from MAN/LBA/LPL, with MAN excelling in the more niche markets and long haul as it is more central to the wider population. The reality is far from that, even with considering all the quirks of the aviation industry (e.g duplicating base costs).
I look at it a different way. Manchester historically has been so good at drumming up business that it punches well above its weight for the area it serves. So much so that it has a monopoly to many destinations from the North West/Yorkshire.
Manchester has become so successful that alot of people will put MAN into a search engine before checking their local airport. They book the flight and then drive past their local airport to reach MAN, despite a flight often being available from say LPL or LBA. I've lost count of the times I've asked someone why they didn't fly from LPL when they live much closer, and the response being "Oh I didn't know you could".
To help me illustrate my point, take TFS, Manchester's busiest route in 2022 (and one to be launched by Jet2 at LPL) and compare passenger traffic compared to LBA/LPL
MAN 814,495
LBA 191,476
LPL 71,690
Considering the population of all three metropolitan areas (forget political boundaries) are not vastly different, its clear to see how effective MAN management have been historically in securing business.
Further to this, with Liverpool in particular, the difference in journey times by car from most areas away from these cities is relatively small.
To consider the thoughts in your post, is this not a bit of long overdue rebalancing? For short haul/high demand destinations at least, which is exactly Jet2's core market.
Why should the locals of Leeds/Liverpool trek all the way to Manchester when their own city is certainly large enough and connected enough to sustain a more diverse choice of flights?
Why should airlines put all their eggs in one basket and not have a base at others to trade the two off to get better fees.
To me, the average consumer, I can only see it as a positive that there is more choice. I consider MAN to have enjoyed a near monopoly in the North for too long and a dose of competition is what's needed to benefit the wider public.
I would imagine in an ideal world, the quick selling short haul destinations market would be fairly equal in size from MAN/LBA/LPL, with MAN excelling in the more niche markets and long haul as it is more central to the wider population. The reality is far from that, even with considering all the quirks of the aviation industry (e.g duplicating base costs).
Cam I just ask which airline you were travelling with? I only ask as most airlines recommend arriving at the airport 2.5-3 hours before departure. From what you are saying (not sure how long it took you to check in), but it would appear you left a lot less time to get through than advised.
This is from an email I received from Easyjet...
There may be delays at the airport security control before your flight and we recommend that you arrive at MAN airport 3 hours before your flight time.
Please have your bags ready before you go through security, making sure that any liquids are carried in a see-through and resealable bag, and that any electronic items are carried separately.
The boarding gate will close promptly 30 minutes before the scheduled departure time.
Please share this message with any other customers who are travelling with you.
Please have your bags ready before you go through security, making sure that any liquids are carried in a see-through and resealable bag, and that any electronic items are carried separately.
The boarding gate will close promptly 30 minutes before the scheduled departure time.
Please share this message with any other customers who are travelling with you.
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Sure it's frustrating when you do just that and breeze through in 10 mins, but if you do decide to arrive at a time that the airline hasn't advised, such as 1.5-2 hours before and you get caught in the security queue, which we all know about, and then the gate closes because you didn't arrive on time, then you can't blame the airline or airport who advised you to arrive 3 hours before.
Believe me I wish we could go back to the days when it was common to arrive no more than 2 hours before for an international flight at 45 mins for a domestic flight but circumstances right now don't allow that. Perhaps in the next 12-18 months we may see improvements (here's hoping). So the choice is, do as advised or use a different airport.
Personally I think the solution is not to keep chopping and changing the top security management but for the airport to look at the training they are providing to the staff as that is where the problems really are.....
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I dont post much, but post 2478 gave me some food for thought. In particular the posters concern about what effect Jet2 putting a base in a nearby airport might do to Manchester and how management appears to be incompetent as a result.
I look at it a different way. Manchester historically has been so good at drumming up business that it punches well above its weight for the area it serves. So much so that it has a monopoly to many destinations from the North West/Yorkshire.
Manchester has become so successful that alot of people will put MAN into a search engine before checking their local airport. They book the flight and then drive past their local airport to reach MAN, despite a flight often being available from say LPL or LBA. I've lost count of the times I've asked someone why they didn't fly from LPL when they live much closer, and the response being "Oh I didn't know you could".
To help me illustrate my point, take TFS, Manchester's busiest route in 2022 (and one to be launched by Jet2 at LPL) and compare passenger traffic compared to LBA/LPL
MAN 814,495
LBA 191,476
LPL 71,690
Considering the population of all three metropolitan areas (forget political boundaries) are not vastly different, its clear to see how effective MAN management have been historically in securing business.
Further to this, with Liverpool in particular, the difference in journey times by car from most areas away from these cities is relatively small.
To consider the thoughts in your post, is this not a bit of long overdue rebalancing? For short haul/high demand destinations at least, which is exactly Jet2's core market.
Why should the locals of Leeds/Liverpool trek all the way to Manchester when their own city is certainly large enough and connected enough to sustain a more diverse choice of flights?
Why should airlines put all their eggs in one basket and not have a base at others to trade the two off to get better fees.
To me, the average consumer, I can only see it as a positive that there is more choice. I consider MAN to have enjoyed a near monopoly in the North for too long and a dose of competition is what's needed to benefit the wider public.
I would imagine in an ideal world, the quick selling short haul destinations market would be fairly equal in size from MAN/LBA/LPL, with MAN excelling in the more niche markets and long haul as it is more central to the wider population. The reality is far from that, even with considering all the quirks of the aviation industry (e.g duplicating base costs).
I look at it a different way. Manchester historically has been so good at drumming up business that it punches well above its weight for the area it serves. So much so that it has a monopoly to many destinations from the North West/Yorkshire.
Manchester has become so successful that alot of people will put MAN into a search engine before checking their local airport. They book the flight and then drive past their local airport to reach MAN, despite a flight often being available from say LPL or LBA. I've lost count of the times I've asked someone why they didn't fly from LPL when they live much closer, and the response being "Oh I didn't know you could".
To help me illustrate my point, take TFS, Manchester's busiest route in 2022 (and one to be launched by Jet2 at LPL) and compare passenger traffic compared to LBA/LPL
MAN 814,495
LBA 191,476
LPL 71,690
Considering the population of all three metropolitan areas (forget political boundaries) are not vastly different, its clear to see how effective MAN management have been historically in securing business.
Further to this, with Liverpool in particular, the difference in journey times by car from most areas away from these cities is relatively small.
To consider the thoughts in your post, is this not a bit of long overdue rebalancing? For short haul/high demand destinations at least, which is exactly Jet2's core market.
Why should the locals of Leeds/Liverpool trek all the way to Manchester when their own city is certainly large enough and connected enough to sustain a more diverse choice of flights?
Why should airlines put all their eggs in one basket and not have a base at others to trade the two off to get better fees.
To me, the average consumer, I can only see it as a positive that there is more choice. I consider MAN to have enjoyed a near monopoly in the North for too long and a dose of competition is what's needed to benefit the wider public.
I would imagine in an ideal world, the quick selling short haul destinations market would be fairly equal in size from MAN/LBA/LPL, with MAN excelling in the more niche markets and long haul as it is more central to the wider population. The reality is far from that, even with considering all the quirks of the aviation industry (e.g duplicating base costs).
Interesting post.
Absolutely no issue with competition and I'm sure Jet2 negotiated a good rate, I look at the facts based purely from the perspective of my own local airport and their performance. Its clear in my view that they have no intention of expanding the aprons in the short term, they are trying to utilise as many slots off peak as possible hence my comment referencing peaks and troughs but that has to fit the airlines schedules not Manchester's.
Looking at this from another angle, if Manchester had the apron space to overnight 4 additional units would JET2 have even considered Liverpool based on catchment, the answer is simply no. Manchester Airports catchment area quite clearly overlaps. According to SkyVector the distance between both airports is 20.7 miles, unless you live in the City Centre or towards Southport, Manchester Airport is as easy to get to as Liverpool. In terms of airport location yes its a factor but I suspect most families look at price first regardless of convenience. If the airport is an extra hour away but as a family of four you save say £100 each i suspect a family would take the extra commute.
The problem as i see it is that Manchester is now limited to an absolute figure in terms of stand availability , lets say 120 stands max, but over the last few years there has always been a significant number out of action leading to restrictions on capacity and of course growth, my point is that this should have been factored in allowing enough room for airlines to grow and accommodate any restrictions caused by the terminal work in progress.
One would struggle to see what the plan is, as the work in progress appears to be never ending. Even when the next pier is built and T2 is finished they are going to have to rely on the stands surrounding T1 and T3 for remote parking, it will be fantastic to extend T2 again and indeed build a large bussing apron over there, but that is another 5 years worth of disruption and is years away, how do you demolish those buildings whilst retaining the parking space in the short term ? If the maximum number of available stands is say 90 it will STILL be 90 5+ years hence and possibly longer. The forecast capacity for the terminal on completion 2025 was 35million pax a year, where did that come from, did the modelling take into account cause and effect ?
Forecasts for this year are 24m, I'm struggling to see how MAG get anywhere near the 35m figure unless every slot is utilised say 18 hours a day. 0600 -2400 from here on in.
Post pandemic every airport and indeed airline is seeing record growth, most are back to 2019 levels and higher, but at Manchester that appears to be being choked off by lack of operational capabilities which I feel should have been factored in.
If Liverpool benefits so be it, I say bloody good good luck to them, but I'm sceptical its down to Liverpool's performance and more to do with restrictions at Manchester, at this rate Liverpool will be laughing all the way to the bank for years as they cream off more and more displaced aircraft.
Last edited by AlwaysWatching1; 17th May 2023 at 10:31.
I queried this 04.00 time with them. 'Oh yes'. I then asked why they said so when the terminal building is not even unlocked until 05.30. No answer.
And I'm sure similar at Manchester, where the staff to process this early departure will not even be on shift yet at such a time.
The boarding gate will close promptly 30 minutes before the scheduled departure time.
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But surely stand space is limited at any airport. MAN is rather hemmed in by motorways and housing estates, with a rather hostile Council on another border and the now disposed of Airport City on another.There are possibilities- build over the AVP, demolish the hangars - to build more remote stands and those options would not be too expensive. Part of your answer, however, may lie in the deployment of larger aircraft. Encourage EZY to base A321 rather than A319. Price out ATR and 145. The latter may be sacrilege to domestic connection supporters, but times have changed.
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Which is the more important though? Additional stand space or a hangar which has had a rather chequered history - and hence sporadic income - over the years? I could use a similar argument with regards to the AVP and Concorde - but sometimes hard edged business must over ride feelings.
But surely stand space is limited at any airport. MAN is rather hemmed in by motorways and housing estates, with a rather hostile Council on another border and the now disposed of Airport City on another.There are possibilities- build over the AVP, demolish the hangars - to build more remote stands and those options would not be too expensive. Part of your answer, however, may lie in the deployment of larger aircraft. Encourage EZY to base A321 rather than A319. Price out ATR and 145. The latter may be sacrilege to domestic connection supporters, but times have changed.
As for "pricing out propellers", that would show that they have no ambition to be any sort of hub with feed, which actually might make some commercial sense if just one more Spanish bound A320 is all they care about.
Worth looking at how wrong the Beeching cuts to railway infrastructure were in the longer term and comparing the long term legacy of Concorde where Toulouse is a world leading industrial site and Filton is building some delightful housing..... Hard edged businesses only think Year on Year, national infrastructure needs a longer lens an obvious weakness of Modern Britain PLC.
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Indeed, but the main thrust of recent posts has been around the lack of stand space and consequent loss of business. I’m not sure what the cost would be to operators such as TUI, Jet 2 etc in running away bases and indeed what current EU/UK rules allow. Similarly, there can be an impact on the traditional 7 day holiday in using an away based aircraft but that may not be of significance. I tend not to agree on internal connections, I think that market has passed its peak although the current non Beeching driven rail shambles doesn’t help. Unfortunately I spent my latter working years in rather short term culture and that tends to colour my judgement!
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K ff
I dont post much, but post 2478 gave me some food for thought. In particular the posters concern about what effect Jet2 putting a base in a nearby airport might do to Manchester and how management appears to be incompetent as a result.
I look at it a different way. Manchester historically has been so good at drumming up business that it punches well above its weight for the area it serves. So much so that it has a monopoly to many destinations from the North West/Yorkshire.
Manchester has become so successful that alot of people will put MAN into a search engine before checking their local airport. They book the flight and then drive past their local airport to reach MAN, despite a flight often being available from say LPL or LBA. I've lost count of the times I've asked someone why they didn't fly from LPL when they live much closer, and the response being "Oh I didn't know you could".
To help me illustrate my point, take TFS, Manchester's busiest route in 2022 (and one to be launched by Jet2 at LPL) and compare passenger traffic compared to LBA/LPL
MAN 814,495
LBA 191,476
LPL 71,690
Considering the population of all three metropolitan areas (forget political boundaries) are not vastly different, its clear to see how effective MAN management have been historically in securing business.
Further to this, with Liverpool in particular, the difference in journey times by car from most areas away from these cities is relatively small.
To consider the thoughts in your post, is this not a bit of long overdue rebalancing? For short haul/high demand destinations at least, which is exactly Jet2's core market.
Why should the locals of Leeds/Liverpool trek all the way to Manchester when their own city is certainly large enough and connected enough to sustain a more diverse choice of flights?
Why should airlines put all their eggs in one basket and not have a base at others to trade the two off to get better fees.
To me, the average consumer, I can only see it as a positive that there is more choice. I consider MAN to have enjoyed a near monopoly in the North for too long and a dose of competition is what's needed to benefit the wider public.
I would imagine in an ideal world, the quick selling short haul destinations market would be fairly equal in size from MAN/LBA/LPL, with MAN excelling in the more niche markets and long haul as it is more central to the wider population. The reality is far from that, even with considering all the quirks of the aviation industry (e.g duplicating base costs).
I look at it a different way. Manchester historically has been so good at drumming up business that it punches well above its weight for the area it serves. So much so that it has a monopoly to many destinations from the North West/Yorkshire.
Manchester has become so successful that alot of people will put MAN into a search engine before checking their local airport. They book the flight and then drive past their local airport to reach MAN, despite a flight often being available from say LPL or LBA. I've lost count of the times I've asked someone why they didn't fly from LPL when they live much closer, and the response being "Oh I didn't know you could".
To help me illustrate my point, take TFS, Manchester's busiest route in 2022 (and one to be launched by Jet2 at LPL) and compare passenger traffic compared to LBA/LPL
MAN 814,495
LBA 191,476
LPL 71,690
Considering the population of all three metropolitan areas (forget political boundaries) are not vastly different, its clear to see how effective MAN management have been historically in securing business.
Further to this, with Liverpool in particular, the difference in journey times by car from most areas away from these cities is relatively small.
To consider the thoughts in your post, is this not a bit of long overdue rebalancing? For short haul/high demand destinations at least, which is exactly Jet2's core market.
Why should the locals of Leeds/Liverpool trek all the way to Manchester when their own city is certainly large enough and connected enough to sustain a more diverse choice of flights?
Why should airlines put all their eggs in one basket and not have a base at others to trade the two off to get better fees.
To me, the average consumer, I can only see it as a positive that there is more choice. I consider MAN to have enjoyed a near monopoly in the North for too long and a dose of competition is what's needed to benefit the wider public.
I would imagine in an ideal world, the quick selling short haul destinations market would be fairly equal in size from MAN/LBA/LPL, with MAN excelling in the more niche markets and long haul as it is more central to the wider population. The reality is far from that, even with considering all the quirks of the aviation industry (e.g duplicating base costs).
Manchester is in competition with Düsseldorf , Hamburg, Milan, Barcelona , Vienna, Scandinavian capitals (and i’ll add Edinburgh of late ) on the global stage to capture the secondary traffic potential and very limited opportunities beyond the golden triangle covering the primary european centres and associated alliance hubs.
For the last forty years Manchester has far from punched above its weight - Just the opposite in fact, attracting and delivering a significant global network and almost complete Pan- European network.
The most comparable is Ruhr/Westphalia - You know what has in common ? a major airport at Dusseldorf , a second primary freight airport and LCC terminal at Koln and a tertiary airport at Dortmund
Those three combined handled 40.5 million in 2019
Manchester, Leeds and Liverpool were pretty close at 39 million in 2019
Both regions also have similar population and societal mixes to boot.
Similar dynamics lead to similar outcomes a general economic principle and truism at work.
For the entire North of England this has been a massively positive economical driver and quite remarkable without a resident UK hub carrier at that !
Combined with the group cargo hub in East Midlands - MAG are a massively important business delivering growth and revenues for the City region ( share and stakeholders alike ) and indeed the wider UK economy.
I can categorically say were the ‘as you suggest’ the love were shared the range of services in the north would been a magnitude fewer !
An even weaker economy ensue and fewer people would be employed across the region in the supporting industries and more widely.
The aviation industry is one that thrives after a certain point of demand is reached and supply catches up with the bean-counters allocating the resources to deliver the lovely revenue streams.
Manchester reached that point twenty plus years ago and now continues to capture those global carrier precious and valuable reserves for secondary city services on merit - Kuwait, Gulf Air, Egypt, Ethiopian, Hainan, Cathay, and just about every EU carrier plus of course the ME3; one operating 3 daily on the 380 at that .
You think three airports competing would have that depth - not a chance ! I’d suggest the region would lose upward of 7 million passengers per year !
Evidence from the US where airports have been de-hubbed after mergers certainly imply this is a realistic scenario. Think St Louis, Charlotte, indeed even O’Hare all have suffered contractions that have damaged wider service levels .
The inevitable beneficiary for that lost capacity wouldn’t be Liverpool Leeds or even Birmingham but the usual four suspects round London - That’s great for the North isn't it - A LOUD AND RESOUNDING NO !!!
Indeed these comments chime with and are demonstrated with the Davies report and R3 debate . He tacitly stated regional long haul should be sacrificed !
Now has there been disappointments along the way? Sure collapses of two UK carriers none the least, impacts of alliances and resultant wider consolidation particularly on the North Atlantic ( and the massive over capacity of economy seats at Heathrow for much of the year leading to fare dumping on an industrial scale damaging regional competitiveness across the UK)
Suffice to say imho Liverpool and to a lesser extent Leeds growth must be be organic and the idea of divesting capacity from Manchester is far from beneficial (that’s no growth at all ) and when it’s been applied elsewhere for instance London in the eighties it failed on a huge scale and would again.
Airlines demand a magnitude at scale to support their investments and deliver a wide and extensive range of services .
That doesn’t happen by accident and is weakened when spread across differing yet geographically close airport infrastructure.
Go look at the US and their largely domestic mega hubs they aren’t in neighbouring cities 40 miles apart !
Caveat New York I suppose.
Finally I agree with our Scottish friend; the UK regions almost certainly have far to many airports relative to size and population density all chasing similar traffic and generally diluting the ability to have an effective counterweight to Heathrow as potential Hub style operation.
This was eloquently demonstrated back in the day by BA when rather than having a single hub deep in strength in the regions they were split and competed against themselves at Manchester and Birmingham- Flybe continued that tradition into bankruptcy .
So in summary the reality is the UK ( outside of the South East corner) can only support a few large airports delivering a globally competitive range of services and those are already in place at Birmingham , Manchester and Edinburgh with Bristol a mentionable fourth.
Last edited by Rutan16; 17th May 2023 at 18:24.
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Interesting post.
Absolutely no issue with competition and I'm sure Jet2 negotiated a good rate, I look at the facts based purely from the perspective of my own local airport and their performance. Its clear in my view that they have no intention of expanding the aprons in the short term, they are trying to utilise as many slots off peak as possible hence my comment referencing peaks and troughs but that has to fit the airlines schedules not Manchester's.
Looking at this from another angle, if Manchester had the apron space to overnight 4 additional units would JET2 have even considered Liverpool based on catchment, the answer is simply no. Manchester Airports catchment area quite clearly overlaps. According to SkyVector the distance between both airports is 20.7 miles, unless you live in the City Centre or towards Southport, Manchester Airport is as easy to get to as Liverpool. In terms of airport location yes its a factor but I suspect most families look at price first regardless of convenience. If the airport is an extra hour away but as a family of four you save say £100 each i suspect a family would take the extra commute.
The problem as i see it is that Manchester is now limited to an absolute figure in terms of stand availability , lets say 120 stands max, but over the last few years there has always been a significant number out of action leading to restrictions on capacity and of course growth, my point is that this should have been factored in allowing enough room for airlines to grow and accommodate any restrictions caused by the terminal work in progress.
One would struggle to see what the plan is, as the work in progress appears to be never ending. Even when the next pier is built and T2 is finished they are going to have to rely on the stands surrounding T1 and T3 for remote parking, it will be fantastic to extend T2 again and indeed build a large bussing apron over there, but that is another 5 years worth of disruption and is years away, how do you demolish those buildings whilst retaining the parking space in the short term ? If the maximum number of available stands is say 90 it will STILL be 90 5+ years hence and possibly longer. The forecast capacity for the terminal on completion 2025 was 35million pax a year, where did that come from, did the modelling take into account cause and effect ?
Forecasts for this year are 24m, I'm struggling to see how MAG get anywhere near the 35m figure unless every slot is utilised say 18 hours a day. 0600 -2400 from here on in.
Post pandemic every airport and indeed airline is seeing record growth, most are back to 2019 levels and higher, but at Manchester that appears to be being choked off by lack of operational capabilities which I feel should have been factored in.
If Liverpool benefits so be it, I say bloody good good luck to them, but I'm sceptical its down to Liverpool's performance and more to do with restrictions at Manchester, at this rate Liverpool will be laughing all the way to the bank for years as they cream off more and more displaced aircraft.
Absolutely no issue with competition and I'm sure Jet2 negotiated a good rate, I look at the facts based purely from the perspective of my own local airport and their performance. Its clear in my view that they have no intention of expanding the aprons in the short term, they are trying to utilise as many slots off peak as possible hence my comment referencing peaks and troughs but that has to fit the airlines schedules not Manchester's.
Looking at this from another angle, if Manchester had the apron space to overnight 4 additional units would JET2 have even considered Liverpool based on catchment, the answer is simply no. Manchester Airports catchment area quite clearly overlaps. According to SkyVector the distance between both airports is 20.7 miles, unless you live in the City Centre or towards Southport, Manchester Airport is as easy to get to as Liverpool. In terms of airport location yes its a factor but I suspect most families look at price first regardless of convenience. If the airport is an extra hour away but as a family of four you save say £100 each i suspect a family would take the extra commute.
The problem as i see it is that Manchester is now limited to an absolute figure in terms of stand availability , lets say 120 stands max, but over the last few years there has always been a significant number out of action leading to restrictions on capacity and of course growth, my point is that this should have been factored in allowing enough room for airlines to grow and accommodate any restrictions caused by the terminal work in progress.
One would struggle to see what the plan is, as the work in progress appears to be never ending. Even when the next pier is built and T2 is finished they are going to have to rely on the stands surrounding T1 and T3 for remote parking, it will be fantastic to extend T2 again and indeed build a large bussing apron over there, but that is another 5 years worth of disruption and is years away, how do you demolish those buildings whilst retaining the parking space in the short term ? If the maximum number of available stands is say 90 it will STILL be 90 5+ years hence and possibly longer. The forecast capacity for the terminal on completion 2025 was 35million pax a year, where did that come from, did the modelling take into account cause and effect ?
Forecasts for this year are 24m, I'm struggling to see how MAG get anywhere near the 35m figure unless every slot is utilised say 18 hours a day. 0600 -2400 from here on in.
Post pandemic every airport and indeed airline is seeing record growth, most are back to 2019 levels and higher, but at Manchester that appears to be being choked off by lack of operational capabilities which I feel should have been factored in.
If Liverpool benefits so be it, I say bloody good good luck to them, but I'm sceptical its down to Liverpool's performance and more to do with restrictions at Manchester, at this rate Liverpool will be laughing all the way to the bank for years as they cream off more and more displaced aircraft.
You obviously don’t have a bloody clue on what it takes to organise a transformation programme at an airport whilst keeping it operational with as little delays as possible!
Jet2 we’re always going to Liverpool regardless of whether MAN increased stand / apron space or not.
MAN is currently the 3rd fastest growing airport in the UK and one of the most successful and fastest growing within Europe!
I really find your comments very negative and unfounded. You obviously have a personal problem with MAN!
24 planning days to prove that management at MAN can still cope with a mega-event.
The UCL airlift. ISTANBUL - too far for competition at scale from road or rail. 20,000 ticketed fans. And how many more will travel anyway?
Will MAN cope? Or will they be palming off aircraft all across the north?
An opportunity for MAG to show they've still got what it takes. Or not???
The UCL airlift. ISTANBUL - too far for competition at scale from road or rail. 20,000 ticketed fans. And how many more will travel anyway?
Will MAN cope? Or will they be palming off aircraft all across the north?
An opportunity for MAG to show they've still got what it takes. Or not???
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24 planning days to prove that management at MAN can still cope with a mega-event.
The UCL airlift. ISTANBUL - too far for competition at scale from road or rail. 20,000 ticketed fans. And how many more will travel anyway?
Will MAN cope? Or will they be palming off aircraft all across the north?
An opportunity for MAG to show they've still got what it takes. Or not???
The UCL airlift. ISTANBUL - too far for competition at scale from road or rail. 20,000 ticketed fans. And how many more will travel anyway?
Will MAN cope? Or will they be palming off aircraft all across the north?
An opportunity for MAG to show they've still got what it takes. Or not???
And that's only what was loaded before tonight...
What do the people of Manchester want from their airport ? Should it be a centre for O&D flights to Tenerife ? Or do they want a wider variety of airlines and destinations ?