YEG - Edmonton Int Airport

[rapid_business]

AC + outdated hub/spoke model

[MalcolmTucker]

I wouldn't call it outdated, I would just call it different.

There are strong economic incentives to run a hub and spoke model, to maximize load factors, and in Air Canada's case maximize business class and full fare economy load.

There are also strong incentives to add more flights to one route to stave off competition, rather than add an additional route. There are a limited amount of airframes out there.

Calgary generates a fair amount more O/D flights in the region, and is a natural hub for going west and south for smaller airports. Edmonton is in sort of a tough spot right now, just like Ottawa, trying to transition to a small hub.

I know a couple years ago I did YYC-YEG-YYZ since it was $20 bucks cheaper so it does go both ways. But I guess that just shows how weak the YEG-YYZ flight was at that time, or conversely how strong the YYC-YYZ flight was.

[CMD UW]

Originally Posted by Rocket252

As Air Canada's financial situation worsens we may have to go through Calgary on more and more flights.

As I've said before, another reason we need Cabotage given the lack of competition in Canada.

[EdmTrekker]

Originally Posted by kyle_olsen

I wouldn't call it outdated, I would just call it different.

There are strong economic incentives to run a hub and spoke model, to maximize load factors, and in Air Canada's case maximize business class and full fare economy load.

There are also strong incentives to add more flights to one route to stave off competition, rather than add an additional route. There are a limited amount of airframes out there.

Calgary generates a fair amount more O/D flights in the region, and is a natural hub for going west and south for smaller airports. Edmonton is in sort of a tough spot right now, just like Ottawa, trying to transition to a small hub.

I know a couple years ago I did YYC-YEG-YYZ since it was $20 bucks cheaper so it does go both ways. But I guess that just shows how weak the YEG-YYZ flight was at that time, or conversely how strong the YYC-YYZ flight was.

Not so...US Air is abandoning its HUB model and going all out point to point. It is cheaper for them - and thats what passengers want.

here is good article on US Airways and impact on Vegas:

http://www.lasvegassun.com/news/2009/apr/03/getting-healthy-our-expense/

Also AC appears to now be restating the YEG-LAS non-stops in September. Also Sunwing will now be offering charter flights in the am in Las Vegas - so we booked one for 7 nights - non-stop both ways.

[0773|=\]

Originally Posted by EdmTrekker

Not so...US Air is abandoning its HUB model and going all out point to point. It is cheaper for them - and thats what passengers want.

here is good article on US Airways and impact on Vegas:

http://www.lasvegassun.com/news/2009/apr/03/getting-healthy-our-expense/

Also AC appears to now be restating the YEG-LAS non-stops in September. Also Sunwing will now be offering charter flights in the am in Las Vegas - so we booked one for 7 nights - non-stop both ways.

I've always wondered what the difference in profitability for airlines would be under a model with more direct flights. Maybe more passengers would make trips because they would be non-stop flights? And what would be the emissions difference? More smaller planes vs. less larger planes with feeders... would be interesting to investigate that.

[Rocket252]

I am sure it has been investigated by the propeller heads at AC and other airlines and as a result we have the model we have today. But times and economic conditions are changing.

Wiith smaller more profitable planes maybe the hub model can be scrapped.

In the meantime we have to deal with a disfunctional airline.

[EdmTrekker]

Originally Posted by 0773|=\

I've always wondered what the difference in profitability for airlines would be under a model with more direct flights. Maybe more passengers would make trips because they would be non-stop flights? And what would be the emissions difference? More smaller planes vs. less larger planes with feeders... would be interesting to investigate that.

Allegiant is growing in leaps and bounds - and has NO hubs - and ONLY fly point to point. Many European carriers do the same - no connecting flights - and they abandon unprofitable routes.

My guess is YYC will be the biggest loser in Canada as the Europeans move in in North America, Aero Mexico and Mexicana pick up Canadian travelers going to Latin America by passing US connections and AC, AC mini HUB at YYC dies (or AC does), US airlines move into the Canadian market as its is now open, and a new Canadian airline starts up offering only point to point service only (like Porter), debt free, and competes head on with WJ. WJ is running 737's which in themselves cost $ if not full.

[Jasper and one o nin]

http://www.pgairport.ca/yxs/media/video.php

[Jasper and one o nin]

EIA’s Expansion 2012 Gears Up
Current terminal operating at 20% over capacity

EDMONTON – Edmonton International Airport (EIA), Canada’s fastest-growing major airport for three years in a row, is continuing its $1-billion expansion to ensure the airport can keep pace with Edmonton and Northwestern Canada’s economic development.

The project is funded by the Airport Improvement Fee (AIF), which is collected with airline tickets for departing passengers. On September 1, 2009, the AIF will increase by five dollars, to $20 per ticket. Canadian airports are non-share corporations. Since industry de-regulation in 1992, Canadian airports stopped receiving tax monies for major facility upgrades or operational requirements, and therefore have been solely responsible for funding these projects.

The airport, which was substantially renovated in 2000, is presently operating 20 per cent above capacity. The terminal was built to accommodate up to 5.5 million passengers a year. In 2008, EIA saw nearly 6.5 million passengers use its facilities.

Over the last two years, the company has worked to maximize the efficiency of terminal and airfield infrastructure through the use of new processes and technologies. Thanks to these measures, EIA has extended the design capacity of the current facility.

Although the terminal is over capacity and new space is required simply to accommodate current passenger numbers and air services, EIA is experiencing lower than forecasted passenger numbers as a result of the current global economic slowdown, and that has required Edmonton Airports to review the AIF. While we continue to see very strong double-digit passenger growth in US and international flights, numbers are down somewhat for domestic flights.

Since 2002, Edmonton Airports has worked extremely hard to identify spending efficiencies and cost-savings, and develop its non-aeronautical revenues in order to keep the AIF flat at $15 per passenger. In fact, although industry standard is to increase an AIF with new major capital projects, EIA has been able to defer an increase since 2002. From 2002 to 2008, Edmonton Airports has invested $332.1 million at Edmonton International Airport, without an AIF increase. While EIA knows its customers don’t want to pay any more than absolutely needed to use the airport, the increase to the AIF is now required.

“Our efforts to keep the AIF fixed at $15 per passenger paid off for nearly seven years,” said Reg Milley, President and CEO of Edmonton Airports. “Now, in light of the global recession and lower-than-predicted passenger growth in our domestic sector, we need to raise the AIF to fund EIA’s expansion.”

Expansion 2012 is financed through the Alberta Capital Finance Authority, which allows EIA to leverage the Province’s excellent credit rating. Edmonton Airports is also able to draw funds only as required, rather than taking out one large loan at the start of the project. This keeps interest costs down and allows flexibility in financial planning.

In addition to more gates and new, efficient airline technologies, the expanded terminal will also include many new amenities including restaurants, shops and services for travellers at EIA. Not only do in-terminal concessions give more choice to travellers, they also provide non-aeronautical revenue, which helps hold down airline and traveller fees.

Before launching Expansion 2012, EIA used technologies and process improvements to increase the capacity of the current terminal to the greatest degree possible. While this allowed EIA to serve one million passengers more than the design capacity in 2008, the facility is now at the very edge of its capacity. A number of interim programs will be required to bridge the gap until new capacity becomes available at the end of 2012. For example, apron loading busses will take fliers to aircraft required to park away from the terminal until additional terminal gates open up in 2012.

“While it’s clear we need to move ahead with our expansion, Edmonton Airports is working earnestly to identify potential cost savings through value engineering and taking advantage of a cooled economy.” said Milley. “For example, we’re pursuing procurement strategies to lock in materials and supplies now, recognizing that the economy will shift again, and prices will follow.”

[Rogie]

Couple of new points buried in the attached media backgrounder on the EIA website release:

- there's a new site plan showing by my count 26, not 30, gates in the expanded terminal, with what looks like plenty of room for expansion, also;
- buses will take passengers from the terminal to the plane:
"Boarding passengers will enter the COBUS 3000 from a ground-level gate, travel across the apron, then board their flight using specially-designed covered mobile stairs which will attach directly to both the aircraft and the bus."

Reminds me of the first time I flew out of YEG as a kid, and we had to take a bus from the US customs area to the plane, and the whole bus raised and lowered to the terminal and the a/c - just like the catering trucks do now.

Hope they have a plan to accommodate pax who use wheelchairs and those who can't manage stairs.

[LO 044]

I remember flying through Montreal's Mirabel airport and using their aircraft to terminal buses. I actually thought YEG would use something like that since it eliminates the need for stairs to/from the aircraft door. Saying that, using buses and stairs is a norm at European airports but i have never seen this at any North American airport.

[0773|=\]

http://www.flyeia.com/fly_eia/expansion_2012/building_excitement/multimedia_gallery

... Looks like we're getting a moving sidewalk

[feepa]

We've made the big times Ladies and gentlemen. A moving sidewalk at our airport.

#1!!!!!!!one!1111!!!

[LO 044]

I really like the new layout.

[Airboy]

Originally Posted by LO 044

I remember flying through Montreal's Mirabel airport and using their aircraft to terminal buses. I actually thought YEG would use something like that since it eliminates the need for stairs to/from the aircraft door. Saying that, using buses and stairs is a norm at European airports but i have never seen this at any North American airport.

Before TO had the new terminal busses were used to one of the US departure terminals as well as the International Terminal.

[espalorius]

yeah it looks pretty sweet actually. kind of simple but nice

[rapid_business]

Interesting final design. I wonder if the strange design is built with the consideration of further expansion east? It appears so. Also, have any updated renderings of the control tower/office surfaced?

Here is the perspective.

[0773|=\]

All the latest renderings appear to have the old control tower still...

[EdmTrekker]

Great to see some "detail". I am not a big fan of the design - nothing there to capture my heart. Here is what does not work for me:

1. Arrivals area looks pretty uninteresting - do not see a "feature" area - which is pretty important given this is where all US and International Visitors arrive. Also not much (if any) increase in the marshaling area awaiting Canadian Customs.

2. The general shape as displayed leaves questions about how a major expansion later would lock onto the curved design (logically, practically and economically).

3. Departure areas witth moving sidewalk (the West view (or top) truncate abruptly by stairs and seating. This will be a bottleneck as passengers can not see a visual route to bars/restaurants etc. It should be easy to arrive in the area and access services first, then seating. The whole plan for F&B appears congested, not well thought out.

4. Arrivals area Duty Free needs to be rethought. Perhaps something like PVR where duty free is either side of a walk through area (same could be done upstairs) like at PVR (or AMS).

5. Back in arrivals - baggage handling is taking to much valuable space on the floor - and should be dropped below grade to "save that space" for future arrivals area and possibly airline lounges etc. from the upper dept floor (unless they are above the arrivals area??)

Now some off the wall comments:

-family room in departures appears large (too large) and is robbing space from areas that may need it (a brew pub?? I can only hope)
-I am not a designer but have taken 500+ flights at airports around the globe and have not seen double loading corridors from the dept gates to the aircraft with 4 walls (space in the middle). Surely 4 walls with a glass divider running the middle (in between) is cheaper than 4 external walls (build, heat,maintain) - knowing this may be identified in the VE sessions.

I know this is preliminary. I hope that have a peer review process for critique of Stantec's design and to challenge the EAA internal User Groups.

[0773|=\]

Is that a glass floor I see? That's pretty cool!