Belfast
2009/10 Dest LHR STN LPL
LGW
MARKET SHARE/CAPACITY SHARE (MSCS) ANALYSIS Seats
Pax % LF
BFS BHD Total BFS BHD Total BFS BHD Total BFS 399,708 699,612 1,099,320 276,649 490,446 767,095 69% 70% 91% 0.99 1.00 401,354 529,578 930,932 292,591 350,475 643,066 73% 66% 81% 1.06 0.96 542,385 352,107 894,492 347,546 195,539 543,085 64% 56% 59% 1.06 0.91 389,185 285,754 674,939 290,365 219,015 509,380 75% 77% 75% 0.99 1.02
GLA/PIK 340,307 297,832 638,139 212,110 172,667 384,777 62% 58% 66% 1.03 0.96 EDI
290,311 180,308 470,619 222,817 115,673 338,490 77% 64% 65% 1.07 0.89
MAN 183,303 323,914 507,217 106,687 226,658 333,345 58% 70% 91% 0.89 1.06 BHX BRS EMA NCL LTN LBA
190,284 332,991 523,275 108,761 197,529 306,290 57% 59% 80% 0.98 1.01 218,138 253,605 471,743 150,015 124,517 274,532 69% 49% 64% 1.18 0.84 161,313 346,826 508,139 76,290 191,106 267,396 47% 55% 78% 0.90 1.05 250,914 91,152 342,066 182,793 44,565 227,358 73% 49% 52% 1.10 0.74 155,764 119,480 275,244 111,603 88,715 200,318 72% 74% 75% 0.98 1.02 193,333 125,040 318,373 81,824 75,557 157,381 42% 60% 58% 0.86 1.22
Average 285,869 302,938 588,808 189,235 191,728 380,963 66.2% 63.3% 64.7% 1.02 0.98 48.6% 51.4%
49.7% 50.3%
LON 336,503 408,606 745,109 242,802 287,163 548,518 72.2% 70.3% 73.6% 1.01 0.99 Average 45.2% 54.8%
44.3% 52.4%
announcement that it would be departing, Flybe announced that it would add further capacity at Belfast City.
Flybe was, and is, the dominant carrier at Belfast City in terms of volume and frequency. The carrier announced it would be launching three more routes at the airport and basing an additional two aircraft there. Bristol, East Midlands and Liverpool routes were re-established, while capacity to Glasgow International was increased to soak up the demand created by Ryanair’s service to Glasgow Prestwick. With the back-fi ll from Flybe, Belfast
City’s capacity was down 27% in November 2010 compared with November 2009 and although still a signifi cant reduction, four of the fi ve markets operated by Ryanair are effectively being covered. The main remaining gap is the back-fi lling of the high-volume Stansted service.
www.routesonline.com
As much as Stansted remains a gap on the network, at the beginning of 2010, easyJet moved its Luton service from Belfast International to Belfast City – this was a signifi cant move as easyJet has a base operation at Belfast International. ‘Dividing’ the operation between the two airports certainly caused a stir and was a step change for the carrier, and the airports. So, while Belfast City has taken a hit with Ryanair pulling out, it is certainly not all doom and gloom.
Source: UK CAA Airport Statistics (August-July fi gures). Traffi c split
There is a general consensus that there had been too much capacity in the Belfast market in terms of domestic services. Taking out the ‘bubble’ in 2008, capacity has grown marginally over 2007. For all traffi c, 2009 was up 1.4% up against 2007, and 2010 was fl at against 2009. A full year without Ryanair at Belfast City and no major growth elsewhere will naturally see the overall market decline next year.
The seasonality profi le illustrates the different traffi c that fl ies from the two Belfast airports. Peaks during the summer season show the ‘sun-spot’ services that are offered from Belfast International, and are unable to be offered from Belfast City, due to the runway restriction. Belfast International’s off-peak has also started to head deeper as the summer traffi c distorts the market share of the two airports. It also indicates the comparative lack of winter options for low-cost carriers in the market, and the struggle to maintain year-round presence with high-capacity aircraft. Using the market share/capacity share (MSCS) analysis (above), where indexation of the two airports measures a more reasonable indication of market attraction, it shows that the two airports are almost evenly matched on duplicate routes. There also is an almost even match on the Heathrow route from both airports, with a slight bias to
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MCR: BFS/BHD BHD
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