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- United Kingdom
- 3048m x 48m
3047m x 45m
- Airlines currently operating to this airport with scheduled services
- Aer Lingus
Aurigny Air Services
Delta Air Lines
KLM Royal Dutch Airlines
Norwegian Air Shuttle
Pakistan International Airlines
Thomas Cook Airlines
Virgin Atlantic Airways
- Airlines currently operating to this airport via codeshare
- Aegean Airlines
Air New Zealand
All Nippon Airways
China Southern Airlines
LOT Polish Airlines
South African Airways
Ukraine International Airlines
Manchester Airport is the main international gateway to northern England, the UK's third busiest airport and one of the busiest charter airports. Owned by Manchester Airports Group, the airport hosts domestic, regional and international passenger and cargo services. easyJet, Flybe, Monarch Airlines, Thomas Cook Airlines and Thomson Airways are major operators at Manchester, which is also the second biggest airport in Europe for Gulf states capacity after London Heathrow.
Location of Manchester Airport, United Kingdom
Ground Handlers servicing Manchester Airport
1,182 total articles
77 total articles
Air Canada’s low-cost carrier Rouge is ratcheting up service to leisure destinations in Europe during the 2014 summer high season, which should prove a definitive test for the carrier’s theory that a low cost operation on routes producing softer yields is the correct equation to turn profits.
The growth and operation of Air Canada Rouge to a possible fleet of 50 aircraft is a strategic pillar of the company’s efforts to cut its unit costs by 15% – quite a formidable goal. Similar to Rouge’s initial roll-out of service from Toronto to Athens, Edinburgh and Venice and from Montreal to Athens, most of Rouge’s planned route expansion during 2014 is into markets that have been served by Air Transat during the high season. With just a few months of operations under its belt, no clear-cut conclusions can be made about Rouge’s future or the total effects on Air Transat, but Air Canada appears to be throwing down the competitive gauntlet, noting that it is now in a much better position to compete on those routes.
As Manchester Airports Group (MAG) considers its route network development strategy, three major external factors will shape its future:
Firstly, the UK Airports Commission’s deliberations on future UK airport capacity increases and where they should be, if at all.
Although Manchester Airport handles more passengers, for now at least it appears to play a secondary role in the group’s strategy to MAG's recent acquisition, Stansted Airport.
Secondly, the delivery (or not) of ‘HS2’, the high-speed rail system that would serve Manchester Airport directly and also a station at Derby, close to the group’s East Midlands Airport.
Finally, the creation of an ‘airport city’ on land close to Manchester Airport, which will be the UK’s first such planned development. All these factors impose on Manchester Airport’s route network planning, which has already been undergoing a transformation in recent years.
This is the first of a two part report on MAG, the ingredients in its network planning – LCCs, Gulf airlines and China – and the likely role of the Airport City.
The UK’s Airports Commission, tasked with looking into the need for additional UK airport capacity, has reached an important provisional conclusion. On 7-Oct-2013, the Commission’s Chairman Sir Howard Davies said: “We will need some net additional runway capacity in the south east of England in the coming decades”. Relying only on existing runways would “produce a distinctly sub-optimal solution for passengers, connectivity and the economy”.
Meanwhile, campaign group Stop Stansted Expansion is seeking to launch a legal challenge to the Commission’s work. This is on the grounds that one of the Commission’s former members, ex-CEO of Manchester Airports Group Geoff Muirhead, who stepped down in Sep-2013, may have been able to influence it in MAG’s favour.
This illustrates one of the difficulties in making decisions about future airport capacity. Whatever its final recommendations in 2015, it will be impossible to reconcile the different views of national politicians, local politicians, airlines, airports, environmental campaigners and NIMBY-ism (‘not in my back yard’). Nevertheless, the UK’s future as a global aviation hub demands that a clear decision be taken.
The UK CAA’s mind-numbingly long and complex review of airport charges at Heathrow, Gatwick and Stansted is almost complete. In the five-yearly process, the regulator consults with airports and airlines. It publishes proposals and amends proposals, trying to reconcile the irreconcilable.
Between 2007 and 2012, aeronautical income per passenger at Heathrow almost doubled; at Gatwick it rose by more than two thirds; and at Stansted it grew by 43%. They all beat the 14% increase in the UK’s Retail Price Index over this period. Airlines now want prices to fall, while airports seek further increases to pay for planned capital expenditure and to reward investors.
The usual result of the review is that neither side is pleased. After the publication on 3-Oct-2013 of the CAA’s ‘final’ proposals for price caps from 2014 to 2019, the usual result looks likely again at Heathrow. At Gatwick, the CAA might just find common ground between the two sides. At Stansted, it seems the regulator has been by-passed entirely. Final decisions are due in Jan-2014.
On 16-Sep-2013, Ryanair announced a 10 year agreement with Manchester Airport Group (MAG), the new owner of Stansted Airport, to add more than 50% to its 2012 traffic base of 13.2 million passengers and carry more than 20 million passengers per annum at the airport.
Ryanair CEO Michael O’Leary sounded very happy with the change of management at Stansted, where tariff increases under the previous owner led to a 27% fall in total passenger numbers from 2007 to 2012: “This agreement… proves how UK airports can flourish when released from the dead hand of the BAA monopoly and is the first dramatic initiative by MAG to reverse 7 years of decline”.
In this report, we examine the relationship between Ryanair, which is Stansted’s largest airline, and Stansted, which is Ryanair’s largest airport. In a separate report, we will look at recent indications by Ryanair that it wants to be more customer friendly and consider how this fits in with its passenger growth targets.
Emirates Airline has twice as much capacity on fifth freedom routes as it did a decade ago, although its overall capacity share on fifth freedom routes has decreased from 10% in 2003 to 5% in 2013. But the fifth freedom proportion may be on its way back up if Emirates can realise stated ambitions to serve more fifth freedom routes: Milan-New York launches in Oct-2013, and beyond that Emirates has flagged potential opportunities from the UK to the US as well as trans-Pacific.
These would represent different markets from Emirates' core grouping of fifth freedom routes in Australia: to Australia via Bangkok, Kuala Lumpur and Singapore as well as from Australia to New Zealand. These routes comprise 77% of its fifth freedom network. Entry into other markets would be on more competitive ground where the market is more mature and also reliant on loyalty programmes, which Emirates is a bit shy on – but this could change substantially if it receives its wish and is able to partner with American Airlines.
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