The prophets of doom who predicted the end of Belfast International Airport when British Airways pulled out of Northern Ireland in October 2001 and BMI transferred its services to Belfast City Airport have been entirely proven wrong. Last year BFS saw a record throughput of 3.95m passengers; as against just over 2.5m in 1998, and a 11% increase over 2002, whilst the city airport”s growth was virtually static over the previous year. BHD, situated on the Bangor Road, just 2 miles from City Hall, saw 1.9m people using the much-improved facility, as against 1.4m in 1998. The rise in passenger figures can be completely attributed to the transfer of the Heathrow routes. Take away Heathrow and the harbour airport actually declined in throughput since a record 1996.
With the Northern Ireland population of just 1.7m, in a society post ”the troubles”, one must seriously ask the question does the Province require two airports (in fact three if you include the heavily subsidised Londonderry, Ryanair once again the beneficiary)? The recent government White Paper neatly sidestepped the issues (as Westminster politicos generally do when dealing with this part of the UK). There is a further scenario in that Bombardier, who sold the harbour airport to Spanish engineering and construction company Ferrovial for ”35m last year, might be better off closing its East Belfast plant, selling off the land for much needed housing development, and moving to a purpose-built plant within the boundaries of Belfast International Airport. The argument continues that with the adjacent runway capable of accommodating virtually any aircraft the former Shorts operation could tender for manufacturering of large assemblies not practical in its present plant. One thing for sure, the Belfast International site has plenty of land available and it virtually free from planning restrictions. The airport itself is open 24 hours and is Northern Ireland”s only air cargo gateway.
Since it inaugurated operations at Belfast International in 1998 easyJet has become the dominant carrier with 36 flights daily and 2.7m passengers last year. An interesting comparison can be made with Gatwick services where easyJet last year produced much the same number of passengers as the competing FlyBE from the Harbour. For EZ Luton slightly outscores Stansted in terms of passenger numbers both airports offered. Passengers to and from Northern Ireland wanting to make connections with long haul international flights have a problem. Either go to the harbour airport or trek down to Dublin. In other words fly Star Alliance from Belfast City or Oneworld and Skyteam from the Republic. Belfast International would love to regain services to Heathrow. There seems to be a strong case for British Airways to re-consider its pullout from an important part of the UK, go for a franchise, or perhaps offer Aer Lingus some incentives to consider services.
One thing for sure, whilst Belfast International has shown excellent growth over the last few years this increased traffic has been mostly domestic in terms of scheduled services. Other than Birmingham, which remains weak, places like Liverpool and the two Scottish lowland cities are well supported with frequent services. Birmingham is the one fly in the ointment, Mytravel Lite with a limited service, Duo not replacing Maersk and the route ready for a vibrant newcomer. The Thomsonfly operation from Coventry could be an ideal Midlands alternative, East Midlands too far away to be considered serious competition.
Except for a single daily easyJet service to Amsterdam attempts over the years to link to Continental Europe have all have failed. Now could be the time to resurrect such services and Belfast International is active in trying persuade carriers, budget carries that is, to try and take on the routes. Latest to try is Jet2, well pleased with a new service from its home base at Leeds and at the end of April opening up a four times weekly service to Prague. Perhaps even more important, particularly from a prestige point of view, are non-stop services to North America. Continental Airlines, who have been successful (except in respect of Stansted where post September 11 blues caused a premature abandonment of the Newark route) in introducing services to New York from various UK regional airports. Continental are opening up Edinburgh this year (with, we are told, heavy forward bookings) and doubling the Birmingham operation. Whilst Bristol and Newcastle are thought to be in competition for new service in 2005 the argument favours Belfast as a high profile destination for US originating passengers who can use an ”open jaw” operation together with Dublin, and the continued decline of Shannon as a gateway, only kept open as a political requirement.
Since August 1996 when TBI, the airport and property group, purchased Belfast International Airport for a reputed ”106m over ”25m has been spent at the airport on major projects including a new check-in hall, refreshment and retail upgrades, lounge developments, freight buildings, airfield improvements, fire and snow clearing equipment and secondary surveillance radar. Particularly impressive is a pay as you go or season ticket executive lounge (where the annual pass includes unlimited free parking and Fastrack). Hot meals can also be provided from the airside catering facility.
Since joining from Belfast City two years ago (and before that a 25 year Cathay Pacific staff member) airport director Albert Harrison has embarked on a vigorous campaign to cut costs and improve efficiency. A visible sample of this is a new control room where staff members can watch every part of the airport. This replaces two previous facilities and does away with a dedicated police watch. Over the last ten years, in spite of last years encouraging figures, Belfast International has grown less than the national average in terms of airports. An average growth of 7.3% will bring it on track with a significant impact from Dublin due to the unique geographic nature of Northern Ireland”s location within the UK. If Belfast Harbour and Londonderry were to close clearly the whole operation would change. Whilst from a financial and practical sense this would clearly work, it is also wishful thinking. One thing for sure Belfast International is set to expand.
http://www.belfastairport.com