Star Alliance announced (04-Jun-2013) it is now 365 days out from the opening of the new terminal 2 at London Heathrow International Airport. With the move to terminal 2, all 23 Star Alliance member airlines serving London Heathrow - representing over 20% of the airports traffic - will for the first time ever operate from a single terminal. The purpose built terminal will offer Star Alliance the opportunity to “enhance its seamless ‘hub’ experience, increase the number of passengers transferring through Heathrow and provide shorter connecting times between member airlines”, according to the alliance. The alliance will also provide a new and improved level of service for passengers, including more automated processes and common facilities than currently exists in any one terminal at London Heathrow. Operating ‘under one roof’ enables the Star Alliance member carriers to share operational facilities more efficiently, and make the best use of space and services. The alliance believes this will make terminal 2 a commercially attractive European ‘hub’ option for the airlines. Star Alliance carriers will begin their move into terminal 2 from Jun-2013. Future member carrier EVA Air will also join the member carriers in T2 during the course of 2014. [more - original PR]
New Star Alliance dedicated terminal at London Heathrow to open in Jun-2014
You may also be interested in the following articles...
Global alliances as the airline system metamorphoses: A view to 2025
The international aviation world will look very different in a decade. The big US airlines are re-emerging from their shells as prosperity (and slow growth in their mature domestic market) prompts them to go forth internationally.
China is inevitably and remorselessly stamping its shape on global markets; the Gulf carriers continue to expand and attract the ire of those who prefer the status quo; and low cost carriers proliferate and metamorphose.
And all this while, sadly, airlines look like remaining confined to the 1940s’ archaic ownership and control rules. Within this confinement, they continue to struggle to find new ways of expanding their geography – and, in some cases, of restricting others’. International markets have another drawback. They tend to be much more competitive, in diverse ways, than nationally protected domestic markets.
Global commercial aircraft deliveries fell in 2016 as Boeing again outsold Airbus; 2017 to be a peak
The global commercial aircraft fleet grew by 4% in 2016 and the year ended with an order backlog of more than nine years of production. Among the regions, North America still has the biggest and oldest fleet, but the lowest ratio of orders to aircraft in service. By contrast, Middle East has the fewest in service, but the highest ratio of orders to current fleet numbers.
This report gives an overview of the number of commercial aircraft deliveries in 2016 and the outlook into 2017 and beyond. It also looks at numbers in service and on order by region. It is based on preliminary numbers from the CAPA Fleet Database and guidance on 2016 deliveries from Airbus and Boeing, who have yet to announce final numbers.
The data indicate that total worldwide deliveries fell in 2016, the first such decline for six years, as a result of delays to new aircraft programmes. Boeing delivered more aircraft than Airbus for the fifth straight year, but its deliveries fell short of its 2015 level, while Airbus increased its numbers year-on-year. Total deliveries will likely rise again in 2017, but this may prove to be a peak year.