British Airways ‘balances’ US growth as competitors add slew of new routes

Airlinesthepointsguy.com24 Oct

British Airways ‘balances’ US growth as competitors add slew of new routes

All three cities will gain new nonstop routes to European destinations next summer — including, in some cases, their first-ever transatlantic service — thanks to Air France, American Airlines, Lufthansa, United Airlines and other carriers.

British Airways, which operates more flights to the U.S. than any other European airline, is notably absent from the list.

"There's always a balance between new routes and growing in existing markets," Neil Chernoff, the chief planning and strategy officer of British Airways, said on the sidelines of the Routes World conference in Frankfurt this week.

Rather than add new routes, the Oneworld alliance carrier will increase flights from its hub at London's Heathrow Airport (LHR) to four U.S. destinations in summer 2027: Cincinnati/Northern Kentucky International Airport (CVG), Harry Reid International Airport (LAS) in Las Vegas, St. Louis Lambert International Airport (STL) and San Francisco International Airport (SFO).

British Airways added CVG in 2023 and STL in April.

The carrier must also balance its transatlantic expansion with that of fellow International Airlines Group airlines, Aer Lingus and Iberia, Chernoff said.

Iberia has not unveiled any new U.S. destinations in 2027 despite ambitious growth plans. And Aer Lingus will shrink, ending flights to LAS, Denver International Airport (DEN) and Minneapolis-St. Paul International Airport (MSP) to trim costs.

British Airways is not resting on its laurels watching competitors — including Air France, Icelandair and Lufthansa — add new routes.

"We think there's still some opportunities in some secondary markets," Chernoff said.

While Chernoff declined to name any potential destinations, he said population size is an important consideration for British Airways.

Among the 40 largest U.S. metropolitan areas without British Airways flights are Columbus, Detroit, Indianapolis, Kansas City and San Antonio, U.S. Census population data shows.

Several mid-sized U.S. cities, including Charlotte and Raleigh in North Carolina, are served from LHR by British Airways' joint-venture partner, American Airlines. The two carriers, along with Iberia and Finnair — and potentially Alaska Airlines in the future — can coordinate schedules, fares and other commercial activities on transatlantic routes through their joint venture.

Chernoff said British Airways prides itself in its number of U.S. destinations — 27, the most by any European airline. Still, the carrier is keeping a close eye on its competitors. "We don't want to lose out to Icelandair or anyone else."

According to Chernoff, British Airways prefers to launch new cities, especially secondary ones, with its smallest long-haul plane: the Boeing 787-8.

The airline flies just 12 787-8s, according to its latest fleet plan. While British Airways lacks orders for more of the smallest Dreamliner, it can redeploy the ones it has to new destinations as other markets mature and shift to larger planes, such as the 787-9 or the Boeing 777.

British Airways fits its 787-8s with 31 business class suites, 37 premium economy seats and 136 economy seats.

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Airlinesthepointsguy.com24 Oct

Emirates eyes Denver, Detroit and Philadelphia flights: 'The list goes on and on'

Emirates has no plans to slow its expansion in Dubai anytime soon.

The Gulf carrier is eyeing potential flights to Denver International Airport (DEN), Detroit Metropolitan Airport (DTW) and Philadelphia International Airport (PHL). Those are just some options from a list of markets that "goes on and on," Emirates president Tim Clark said in an interview on the sidelines of the Routes World conference this week.

"There aren't many cities in the world that we will not be able to touch if we want to get there," he said.

Emirates last added a U.S. destination in 2021, when it launched flights to Miami International Airport (MIA) to replace service to nearby Fort Lauderdale-Hollywood International Airport (FLL), according to Cirium schedules. Newark Liberty International Airport (EWR) was its last entirely new destination in 2017.

The number of cities Emirates can serve profitably from Dubai International Airport (DXB) will increase as it takes delivery of more efficient next-generation aircraft. Its order book includes more than 300 Airbus A350s, Boeing 787s and the long-delayed Boeing 777Xs, with options to convert some of its latest 777-9 orders to the smaller 777-8 or a potential larger 777-10 variant.

Emirates expects its first 777-9s with 300-400 seats in 2027, Clark said. The plane was originally scheduled to arrive in 2020.

Clark declined to comment on the plane's interior plans, except to say they will be "stylish, luxurious and cool."

"Nobody is going to be disappointed regardless of the class of travel they travel in," he said.

Despite the ongoing conflicts involving Iran and the Houthis in Yemen, Emirates remains committed to its expansion plans, Clark said.

"The demand in the multiple segments that we have been in traditionally is still strong for us," he said on the current environment.

Emirates is the dominant carrier at Dubai International Airport (DXB), where it has benefited from flight suspensions by several Western airlines. The carrier's extensive network connects travelers from Europe and North America to destinations across India, Southeast Asia and Africa.

Clark pointed to Bangkok as one example of continued strong demand, noting that flights to the Thai capital remain full.

And Emirates remains profitable despite the hit from high jet fuel prices, he added.

The average price of kerosene stood at $4.58 per gallon during the week ending Oct. 16, according to data from the trade group IATA.

Emirates and United Airlines launched a codeshare and loyalty tie-up between their respective Skywards and MileagePlus programs in 2023.

As part of the pact, United launched a new service to DXB from its Newark Liberty International Airport (EWR) hub. The airline suspended the route in February after the U.S. and Israeli attacks on Iran.

While Clark did not mention United in his comments on potential U.S. growth, DEN is the only United hub that Emirates does not already serve.

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Airlinessimpleflying.com24 Oct

How Qatar Airways Is Rebalancing Its US East Coast Flying After American Airlines Quit Doha

The airline industry is going through a difficult and unpredictable time right now. Middle Eastern airlines, which have emerged over the past two decades as some of the world's largest and best international carriers, are most affected by the ongoing war in Iran. Their hubs were previously known as economically attractive and insulated from regional conflicts but have now found themselves in the line of fire, and this is leading to interesting developments in the industry.

In one instance, American Airlines suspended its route from Philadelphia International Airport (PHL) to Doha Hamad International Airport (DOH) when the war broke out, and then later announced that the DOH route wouldn't come back. However, Philadelphia customers need not fear loss of Middle Eastern service, as Qatar Airways now operates its own route from PHL to DOH. At the same time, the airline will soon cut back its third nonstop frequency between Doha and New York.

American Airlines temporarily suspended its nonstop route to DOH when the Iran War broke out, and confirmed its permanent cancellation in June. American first began serving DOH, its only Middle Eastern destination at the time, in 2022 from New York JFK Airport and then switched its US port to Philadelphia the following year. Doha is not nearly as large a city as Dubai, while neither American's New York JFK nor Philadelphia hubs are particularly huge, but the main reason for this route is connectivity with fellow oneworld member Qatar Airways.

Qatar Airways formerly flew to Philadelphia with its own metal before American took over the route, and as the two have a codeshare agreement, the route essentially continued as normal but with an American Boeing 787. At this same time, Qatar Airways also added a third nonstop frequency between DOH and JFK that would operate four times per week, bringing weekly frequencies to JFK from 14 to 18 flights per week. This schedule would persist until the war, with permanent adjustments coming later in the summer.

In August, Qatar Airways began daily flights between Doha and Philadelphia with an Airbus A350, while it will be ending its third JFK flight at the end of October. This is essentially the carrier reallocating capacity to what it flew before American Airlines began flying to Doha, and it comes during a point when foreign airlines are generally avoiding the Middle East, while the local carriers (including Qatar Airways) have largely restored their pre-war schedules. Of course, now is far from the most predictable time in the industry.

One way that airlines worldwide have been impacted by the conflict is higher fuel prices, which have nearly doubled compared to a year ago. In the Middle East, airspace restrictions have increased congestion and flight times. However, destinations like Dubai, Doha, Abu Dhabi, Riyadh, and more had become major destinations in their own right; before the war, United served Dubai from Newark, and Delta announced nonstop flights to Riyadh, while Air Canada also flew to Dubai. Today, none of these flights are operating.

Attacks on Middle Eastern airports mean that there's an elevated risk of aircraft being damaged and airline crew being injured. Carriers operating to Middle Eastern cities are facing significantly higher insurance premiums due to the added risk, while labor unions (including those at the North American airlines) usually have strong objections to permitting layovers or turnarounds at these spokes. What's more, most airlines operating long-haul flights (including the North American carriers) don't have a huge presence in the Middle East, making it high-risk and low-reward.

The local carriers like Qatar Airways need to maintain their pre-existing schedules to the best of their ability, especially because a major part of the selling point is their global networks and competitive schedules. As a whole, it's critical for these airlines to still maintain service to as many destinations as possible, but it's much harder for foreign carriers to justify these routes today. Most airlines have been pushing back their restart dates, and American won't come back at all for now.

As it stands, Qatar Airways now serves 12 destinations in the US: Atlanta, Boston, Chicago, Dallas/Fort Worth, Houston, Los Angeles, Miami, New York-JFK, Philadelphia, San Francisco, Seattle, and Washington. It's notably the only Middle Eastern airline serving Philadelphia, and this airport is important for Qatar Airways because of its relationship with American Airlines. Philadelphia serves as American's primary transatlantic hub, which means that the airline also has a substantial connecting network to feed these flights.

Because of the partnership between American and Qatar, the flight between Philadelphia and Doha benefits from feed in Philadelphia as well as in Doha; it essentially functions as a long-haul hub-to-hub flight, regardless of which airline operates it. The same is true for Qatar Airways' flights to Chicago, Dallas-Fort Worth, Los Angeles, Miami, and New York JFK, as these are also hubs for American Airlines.

United Airlines (codeshare), Delta Air Lines (interline), JetBlue (interline)

American Airlines (codeshare), JetBlue (codeshare), Southwest Airlines (loyalty)

Alaska Airlines (codeshare), American Airlines (codeshare),

Hawaiian Airlines (codeshare), JetBlue (codeshare)

Ultimately, this is a small adjustment for the oneworld airline in response to American pulling out of Doha. This ensures that Philadelphia still has a nonstop link to Doha, and the airline is also trimming capacity in its largest US spoke as the summer season ends and travel begins to slow down. More interesting, however, is American's decision to permanently discontinue the Doha route, especially as American is otherwise looking to expand its long-haul network.

Like almost all foreign airlines, American Airlines discontinued service to the Middle East after the conflict broke out, given the unsafe operating conditions at the start of the war. Some carriers have since returned to the Middle East, but United and Delta have delayed their returns due to the instability. For American, the volatility of the current situation is a factor, but the airline is also changing its widebody strategy to be more competitive with its rivals. As such, American has a better use for its 787s than to fly them to Doha.

Shortly after announcing that it would discontinue Doha, American Airlines announced a new route between Chicago and Tokyo Narita. Tokyo is the main hub for Japan Airlines, which is an even closer partner for American than Qatar Airways. However, the airline is looking to make its international network more competitive, as it's noticeably smaller across both oceans than Delta or United. In Chicago, American currently does not serve a single Asian destination, while the only one that United serves out of Chicago is Tokyo Haneda.

JAL could add more service to Chicago, but American found it fit to commence nonstop service with its own metal to boost its market relevance within Chicago. Tokyo is a more relevant spoke for US customers than Doha, and American has expressed interest in growing its long-haul network to serve more destinations with its own metal that its customers want to travel to. Until American has many more widebodies in its fleet, Doha is a low priority, especially given the volatile situation today.

American Airlines, in the midst of financial struggles, is attempting a turnaround in an effort to better replicate the successful strategies practiced by rivals Delta Air Lines and United Airlines. Those two carriers are among the most profitable airlines in the world, while being a similar size and having a similar market position. Both carriers have found success in capturing premium traffic and long-haul routes, so American is focusing more heavily on premium customers and has ambitions to grow its international network.

American leadership has publicly spoken about closing the gap with competitors and has ambitions to grow the airline's Asian network in particular. However, the Tokyo route is really the only major step that we've seen the airline take so far. American's recent European additions have not been as expansive as United's new routes, and it has only 19 787s still on order. This is a tiny number for an airline the size of American and far lower than the number of new widebodies that either Delta or United have on order.

Of course, what could be a game-changer is American's current RFP to Airbus and Boeing for new widebodies, rumored to number roughly 65 aircraft. While it's been suggested that American could use these planes to replace its 47 Boeing 777-200ERs, they could very well also be used for long-haul growth given its current ambitions. It's difficult to predict how American will evolve its network in the future, but we could be on the precipice of major growth by American to serve routes more important than a feeder service to a smaller partner hub like Doha.

Found an error? Send it info@simpleflying.com so it can be corrected.

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Transporttheguardian.com24 Oct

Fast track to the slopes: 12 European ski resorts by rail

Speeding effortlessly towards the slopes by train, you might wonder why you ever flew to a ski resort. On paper, it seems a short hop by plane; in reality, airport queues, cramped flights and long transfers can mean the journey eats up a whole day.

Measured door-to-door, daytime rail travel from London can be as fast as flying, while taking a sleeper train gets you extra time on the slopes. And with Alpine glaciers suffering significant loss of snow cover as global temperatures rise, rail travel constitutes the biggest emissions saving a skier can make.

An exciting recent development is the arrival of a dedicated sleeper train for skiers, the Travelski Night Express (TNE), launched last winter and with an additional new route for the coming one. Each carriage has couchette berths, but the train’s crowning glory is its large, speakeasy-cafe-bar-restaurant, with retro decor, soft lighting and music – you get the romance of overnight rail travel with the potential for two extra days’ skiing thrown in.

The TNE has two routes: one from Paris, the other from Amsterdam and Brussels, going out on Fridays and returning on Saturdays. Both routes access Moûtiers, Aime-la-Plagne and Bourg-Saint-Maurice – stations in the popular Tarentaise region of the French Alps. UK-based skiers can connect to the TNE by Eurostar to Paris or Brussels.

Overnight journeys to Austria are also possible, with a Eurostar to Paris or Brussels and then a Nightjet sleeper train to the Salzburgerland region; or, for Innsbruck and the Tirol, a Nightjet from Amsterdam and Cologne.

An array of resorts in France and beyond can be reached every day of the week by taking the Eurostar to Paris Nord, getting a taxi or the RER for the short transfer to Gare de Lyon, and from there catching a fast TGV train south.

The most direct daytime option is Eurostar’s flagship ski service, Eurostar Snow, which carries snowboards and skis free of charge on top of the usual luggage allowance. Skiers take it from London to Lille, then switch to an adjacent platform for the onward train to Bourg-Saint-Maurice.

Unfortunately, the final outbound departure for this coming season is on 20 February, leaving the ski industry frustrated. Eurostar’s explanation is that it needs to “deploy rolling stock to where it best meets customer demand. Historically, March has not always been the strongest period for Eurostar Snow.”

Iain Martin, founder of sustainable ski-travel campaign Ski Flight Free, says: “It’s ridiculous for Eurostar to curtail their flagship service and blame lack of demand. If Eurostar worked effectively with the ski industry and ski tour operators to market the train, they could sell it out many times over.”

Ski tour operators are certainly hungry for more train seats. “We’re keen on promoting rail travel to the French Alps and we know clients want this,” says Alison Willis, managing director of French ski specialist Peak Retreats. “While changing in Paris is straightforward, we know that direct services are an even more compelling alternative for those who usually fly. March ski holidays, with longer days and excellent conditions, are really popular. So, we’d welcome more direct rail options across as much of the ski season as possible.”

It’s a view echoed by ski tour operator Inghams, which has increased its range of rail-inclusive packages to include 75% of its French destinations, as well as some in Switzerland, Italy and Austria. “There’s a genuine appetite among skiers to travel to the mountains by train,” says head of sustainability Krissy Roe.

Here are 12 resorts you can reach easily by rail.

“The cradle of skiing”, St Anton is consistently ranked among the best resorts in the world. While its slopes are known for being challenging and exhilarating (the mighty Valluga being the pinnacle), there are plenty of gentler areas, too. St Anton isn’t just about skiing, either: this delightful village offers a host of activities, including swimming, bowling, indoor rock climbing and some of the best toboggan runs in the Alps.

Completing its ski-hard, party-hard image, the resort is renowned for its après-ski, with a long list of celebrated terraces where visitors can dance to live music while knocking back schnapps.

By train: 10h 30min Depart London St Pancras on the 07.31 Eurostar to Paris Gare du Nord; transfer to Paris Gare de Lyon and take the 12.22 TGV to Zurich; then the 16.40 Railjet to St Anton, arriving at 19.01.

Where to stay Ski Solutions offers seven nights at the Hotel Post from £1,870pp half-board, including return rail travel.

Comprising antique, chocolate-box chalets, Alpbach is perhaps the prettiest village on this list, with fantastic skiing to boot. Despite its low altitude, the resort’s north-facing slopes protect fresh powder, with the best off-piste and snowboarding terrain being on the far side of the Wiedersbergerhorn. Alpbach has gone to great lengths to preserve its rustic character. The main lifts are a short shuttle ride away from the village, and you’ll find gorgeous Tyrolean dishes at mountain hut restaurants such as Böglalm, torchlit walking trails, horse-drawn carriage rides and an Alpine coaster. Pick up a free Alpbachtal Card for access to local activities.

By train: 16h 49min Depart London St Pancras on the 15.04 Eurostar to Brussels-Midi; then catch the 18.25 ICE to Cologne; get on the 21.45 Nightjet to Jenbach, arriving at 08.53. From there, it’s 20 minutes by bus or taxi.

Where to stay STC Ski offers the four-star Hotel Alphof, with doubles from £955pp for seven nights’ half-board.

Sainte-Foy, the smallest resort on this list, is highly regarded among ski writers as a “hidden gem”. Just 25 minutes from Bourg-Saint-Maurice station, it has retained its cosy, quiet ambience, thanks to bigger nearby names drawing the crowds. Yet Sainte-Foy has truly excellent skiing: powder that lasts on its untracked, north-facing slopes, and fantastic provisions for children and beginners. Despite some development, the village has remained rustic, with traditional dishes served in 16th-century farmhouses and glasses of local rosé downed on sunny terraces.

The quiet pine woods are perfect for snowshoeing, while adrenaline junkies can try their hand at paragliding high above the Tarentaise.

By train: 7h 58min Eurostar Snow departs London St Pancras at 09.01 to Lille Europe; switch to the 11.35 Eurostar Snow continental train to Bourg-Saint-Maurice, arriving at 17.45. From there, it’s 25 minutes by bus or taxi.

Where to stay Premiere Neige offers seven nights’ self-catering in the three-bedroom Panorama apartment from €600pp, based on six people sharing.

Commanding spectacular views of the Tarentaise valley, La Rosière is as beautiful as it is convenient. Its position on the Franco-Italian border allows skiers to choose between south- and north-facing slopes (in neighbouring La Thuile), while its two core villages are relaxed and compact, in classic chalet style. La Rosière has kept up an excellent pace of development, exemplified by the new high-speed Petit-Bois chair, ensuring a high-quality experience all-round. Sledging is popular, including the new sunset toboggan run from the top of the Les Eucherts lift.

While fairly quiet, you’ll find some decent après-ski and DJ sets at Le Comptoir, too.

By train: 7h 44min Eurostar Snow departs London St Pancras at 09.01 to Lille Europe; switch to the 11.35 Eurostar Snow continental train to Bourg-Saint-Maurice, arriving at 17.45. From there, it’s 40 minutes by bus or taxi to the resort centre.

Where to stay Traditional chalet-hotel L’Accroche-Cœur has double rooms from €240 a night B&B.

Part of the famous Three Valleys, Les Menuires is one of the best value-for-money resorts in the Alps: 600km of piste but without the high price tag of Méribel or Courchevel. Unsurprisingly, it’s very popular with families who love the resort’s early-access ski patrol lessons with ESF Club Piou-Piou. Dining is similarly family-oriented: expect hearty, locally sourced Savoyard meals at restaurants such as Chez Pépé Nicolas. Finally, in March, Les Menuires hosts a seasonal silly slalom, Complètement à la Masse, open to all ages.

By train: 13h 5min Depart London St Pancras on the 17.31 Eurostar to Paris Gare du Nord; transfer to Paris Gare de Lyon and take the 22.52 Travelski Night Express to Moûtiers, arriving at 07.36. From there it’s 45 minutes by bus or taxi.

Where to stay Travelski offers seven nights at Hôtel Les Menuires Les Bruyères from £1,356pp B&B, including rail travel from Paris, transfers and seven-day ski pass. The Eurostar to Paris needs to be booked independently.

France’s oldest ski resort, Montgenèvre was the stomping ground of the Parisian set before British skiers started arriving in the 90s, attracted by its bargain prices and easy access to Italy. Pleasantly old world and fully pedestrianised, “Monty” is the ideal family resort, with an extensive beginners’ zone and affordable accommodation. Intermediates will enjoy the network of red and blue runs, while experts can plough through off-piste powder in the Gondrans bowl and off the Col de l’Alpet.

Over the past year, the resort has extensively redeveloped its lift system to dramatically improve speed and ease – in time for hosting the 2030 Winter Olympics.

By train: 8h 20min Depart London St Pancras on the 08.01 Eurostar to Paris Gare du Nord; transfer to Paris Gare de Lyon and take the 12.46 TGV to arrive at Oulx at 17.21. From there it’s 35 minutes by bus or taxi.

Where to stay Peak Retreats offers seven nights B&B in a suite in Hôtel Anova from £1,046pp, including rail travel, based on four sharing.

Peisey-Vallandry occupies a prime position between Les Arcs and La Plagne, connecting to both via the immense Paradiski domain. Its sunny, west-facing piste offers something fo

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