Calgary International Airport II

[Bigtime]

As in any long distance to India flight, it won't matter how full those cabins are, it'll be about the yields to see if it will last or not.

[suburbia]

Originally Posted by Bigtime

As in any long distance to India flight, it won't matter how full those cabins are, it'll be about the yields to see if it will last or not.

True - that's where the savings from not having to pay EU airport fees come into play.

[Riise]

Originally Posted by suburbia

I think the problem for Calgary travelers will be simply getting tickets. Those planes are going to be packed just from the Toronto crowd!

For the sake of our European flights, let's hope that this is true!

[EdmontonTraveller]

Originally Posted by Riise

For India-bound travelers from YYC, would it be quicker to fly through a European airport or Toronto?

On a January dep., YYC-LHR/FRA-DEL is 18:55 w/ a 1:35 layover - very tight for LHR. For YYZ to be as short, you'd need about a 1:10 layover for it to be about the same duration - rather reasonable. In other words...it's a wash.

DEL-YYC would almost certainly be a better routing via YYZ - min. 21:30 via LHR (AI DEL-LHR) with 23:00-24:00 more likely. DEL-YYZ-YYC could be 21:00.

With connections on-the-hour YYC-YYZ, it's a pretty easy decision on preferred routing.

[yyc_engineer]

Interesting...looks like my prediction from last week came true

Maybe I should post more predictions, ie. YYC-HKG as the inaugural CX A350 route in 2016!

But in all seriousness, this is great for AC and for YYZ - wish them all the best and hopefully it goes daily. Great for folks east of Alberta (YXE, YQR, YWG, YUL, YTS lol) and of course for people in the GTA.

I'm not sure what is means for YYC. Honestly I would prefer connecting through LHR, FRA, AMS or NRT. It breaks the journey into more reasonable flight lengths (9+8hrs vs. 4+14 hrs) and I prefer clearing customs at home on the return rather than in YYZ or YVR.

There is also something more alluring/sexy about stepping on board a BA, KLM or Lufthansa flight when traveling across the world. Gives you a chance to experience a different culture before arriving at your final destination. AC flight to DEL will be the blandest experience one could possibly have - which may not be a bad thing for some people - but I prefer some adventure to go with my travels.

Overall good though!

[Canadian74]

It comes down to price for the vast majority of travellers to India, especially from YYC/YEG as they are visiting family. If it's cheaper to fly via YYZ, they will take that route. However, the frequency is only 4 weekly, so this flight will easily sell out just from YYZ alone.

Originally Posted by Cage

There is still potential for 788 service YYZ-DEL.

You called it.

[holhm22]

Originally Posted by yyc_engineer

Interesting...looks like my prediction from last week came true

Maybe I should post more predictions, ie. YYC-HKG as the inaugural CX A350 route in 2016! ...

I sure hope this prediction becomes true also!

[Cage]

Originally Posted by Bigtime

As in any long distance to India flight, it won't matter how full those cabins are, it'll be about the yields to see if it will last or not.

Originally Posted by Acey

You called it.

I will revise my prediction for DEL services for canada.

DEL is a low yield high volume destination. The problem with traditional long haul aircraft is they are very front cabin heavy. The SQ 345 was business and first cabin only between SIN-EWR.

What I do know is that AC recently purchased an additional 2 high density 77w aircraft. I also heard from AC peeps the aircraft was purchased for a specific route in mind.

My new prediction is that AC has purchased the 77hd aircraft for 4 weekly YYZ-DEL and 3 weekly YVR-DEL. The current announcement will end up being like YYZ-HND, which was announced as 788 but quickly turned into 77L and will be 77W for summer 2015.

The 77hd is perfect for canada DEL flight because the front cabin is small and the tight space in Y cabin allows for maximum density to cover the low yield.

Another factor in AC favour is new European taxes for carbon and other environmental purposes. The carbon taxes are easily adding over $200 to the price of a ticket to DEL that connects or stops in Europe.

[Johnny Aussie]

Originally Posted by Cage

DEL is a low yield high volume destination. The problem with traditional long haul aircraft is they are very front cabin heavy. The SQ 345 was business and first cabin only between SIN-EWR.

What I do know is that AC recently purchased an additional 2 high density 77w aircraft. I also heard from AC peeps the aircraft was purchased for a specific route in mind.

My new prediction is that AC has purchased the 77hd aircraft for 4 weekly YYZ-DEL and 3 weekly YVR-DEL. The current announcement will end up being like YYZ-HND, which was announced as 788 but quickly turned into 77L and will be 77W for summer 2015.

The 77hd is perfect for canada DEL flight because the front cabin is small and the tight space in Y cabin allows for maximum density to cover the low yield.

Another factor in AC favour is new European taxes for carbon and other environmental purposes. The carbon taxes are easily adding over $200 to the price of a ticket to DEL that connects or stops in Europe.

SQ on both SIN-EWR and SIN-LAX were actually J only. No F was offered.

As for your India predictions. I think you are right. It appears that really the only way these routes will work (especially if YVR does come in to play) is they will have to be the HD version. In the back of my mind I keep thinking just how far YVR-DEL is but it's actually shorter than YYZ and a quick look at gcmapper indicates that YVR-DEL is shorter than both YVR-SYD and even YVR-AKL.

[Deepstar]

It's too bad YYZ-DEL isn't much different than YVR-DEL. If the flights came from YYZ heading west it could potentially mean a YYC-DEL flight similar to what happened with the flights to Tokyo where YYC is a stopoff and therefore a direct flight for us.

Originally Posted by Cage

I will revise my prediction for DEL services for canada.

DEL is a low yield high volume destination. The problem with traditional long haul aircraft is they are very front cabin heavy. The SQ 345 was business and first cabin only between SIN-EWR.

What I do know is that AC recently purchased an additional 2 high density 77w aircraft. I also heard from AC peeps the aircraft was purchased for a specific route in mind.

My new prediction is that AC has purchased the 77hd aircraft for 4 weekly YYZ-DEL and 3 weekly YVR-DEL. The current announcement will end up being like YYZ-HND, which was announced as 788 but quickly turned into 77L and will be 77W for summer 2015.

The 77hd is perfect for canada DEL flight because the front cabin is small and the tight space in Y cabin allows for maximum density to cover the low yield.

Another factor in AC favour is new European taxes for carbon and other environmental purposes. The carbon taxes are easily adding over $200 to the price of a ticket to DEL that connects or stops in Europe.

[Spring2008]

Phase two starting at Calgary’s Oxford Airport Business Park

The second phase of Calgary’s Oxford Airport Business Park (OABP) is underway, as companies are operating in the first four industrial buildings already completed and there’s strong interest in the two vacant spaces remaining to be filled.

Oxford Calgary Airport BP“It’s been a good year in getting through the leasing cycle and kicking off our next phase,” said Oxford Properties Group vice-president – industrial Jeff Miller. “The park’s really hit its stride and is gaining some good momentum.”

OABP encompasses approximately 200 acres owned by Oxford that’s expected to have structures occupying four million square feet of leasable space when fully developed.

The park is located at 19th Street NE between Airport Trail and Country Hills Boulevard, 15 kilometres north of downtown Calgary and surrounded by suburban communities.

Nearby thoroughfares Deerfoot Trail, Country Hills Boulevard, Barlow Trail and Airport Trail combine to accommodate nearly 150,000 vehicles a day.

500 metres from airport’s new entrance

OABP is also 500 metres from the new entrance to the Calgary International Airport, which is undergoing expansion and renovation to handle its increasing traffic. This has helped trigger office, industrial and amenity development in the area and the growth will also result in an expansion of the existing transit line and the development of a new light rail transit line that will provide convenient on-site access for OABP occupants and visitors.

Construction of OABP’s first phase of buildings, all zoned for general industrial use, began in the fall of 2011. The initial development consists of four facilities totaling 923,000 square feet of leasable area on approximately 46 acres of land.

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“OABP has been very fortunate to attract a wide array of customers, including transportation and logistics operations, manufacturing, energy and many regional operations for large organizations looking to distribute various consumer products,” said Miller.

All of the buildings were designed and built in line with Oxford’s “Sustainable Intelligence” platform, which incorporates energy-saving and environmentally friendly techniques, including: T5HO high bay lighting fixtures with motion sensors; energy-efficient fluorescent lighting; clerestory windows to allow in natural light; increased thermal insulation; landscaping using drought-tolerant local species; and the use of recycled and low-emitting materials.

Next industrial buildings underway

The next industrial buildings — measuring 377,000, 296,000 and 170,000 square feet, respectively — are underway and scheduled for delivery in the third quarter of 2015.

“The benefit of embarking on a master-planned development is to offer flexible facilities and sizes that will attract a variety of different businesses,” said Miller, who added that space will be available at a range of lease rates dependent on size and the level of improvements requested.

Now that industrial occupancy has begun, Oxford is in discussions to launch an amenity retail component in the spring that’s expected to include up to 60,000 square feet of space for restaurants, fast food providers, coffee shops, a gas station and services.

Oxford’s original plans for the site included a conference centre and hotels. But with nearly 1,500 hotel rooms located within a five-minute drive and more coming online, that’s been put on hold.

Plans for construction of 500,000 square feet of build-to-suit office space on Airport Trail and Deerfoot Trail will be executed once users make a pre-commitment to OABP.

The company plans to implement strict energy, waste and greenhouse gas emissions practices for the space and achieve leading-edge sustainability with a LEED Gold certification.

“There is always a natural evolution of demand when developing a master-planned, mixed-use business park, and we expect to see the office demand follow the success of the industrial and commencement of the retail,” said Miller. “With very few choices and an expensive office market in downtown Calgary, we may see demand increase to the suburban markets.”

10,000 employees expected

Oxford estimates the park will eventually have a daytime population of 10,000 employees.

Toronto-headquartered Oxford is wholly owned by the Ontario Municipal Employees Retirement System (OMERS), which manages nearly $90 billion of capital on behalf of the OMERS Pension Plan and other investors.

Oxford’s portfolio includes more than $27 billion of real estate assets it manages for itself and on behalf of its co-owners and investment partners. It owns and manages approximately 10 million square feet of single- and multi-tenant industrial buildings and plans to double that total through roughly equal measures of acquisition and development over the next few years.

“Calgary, Edmonton, Vancouver and the GTA are the four industrial markets that we currently operate in and, within Canada, that likely won’t change in the near term,” said Miller. “But we’re always considering entry into markets that make sense.”

Oxford’s overall Calgary portfolio is valued at $3.7 billion and includes OABP, Centennial Place, Bow Valley Square, Southcentre Mall and the under-construction Eau Claire Tower.

http://renx.ca/phase-two-starting-calgarys-oxford-airport-business-park/

[PPAR]

So to paraphrase above:

Blah, blah, blah...we will build whatever box a tenant wants as cheaply as possible and give lip service to the idea this light industrial area is something special (and unlike the million industrial areas around airports across North America)...blah blah blah.

[suburbia]

Originally Posted by PPAR

So to paraphrase above:

Blah, blah, blah...we will build whatever box a tenant wants as cheaply as possible and give lip service to the idea this light industrial area is something special (and unlike the million industrial areas around airports across North America)...blah blah blah.

wtf you talkin' about?

[PPAR]

The Oxford development sounded really interesting at the conceptual stage. Hotel, Retail, and a reasonable quality office component. Now the hotel is gone, the office will be built only when a tenant is signed etc...I know this oversell is standard fare for developer speak, just seems it is bugging me more tonight.

[Cage]

Originally Posted by Deepstar

It's too bad YYZ-DEL isn't much different than YVR-DEL. If the flights came from YYZ heading west it could potentially mean a YYC-DEL flight similar to what happened with the flights to Tokyo where YYC is a stopoff and therefore a direct flight for us.

The flights from both YYZ and YVR to DEL go over the North Pole down through Russia and Nepal. The flights do not go west or east over the pacific or Atlantic Ocean.

Originally Posted by Deepstar

It's too bad YYZ-DEL isn't much different than YVR-DEL. If the flights came from YYZ heading west it could potentially mean a YYC-DEL flight similar to what happened with the flights to Tokyo where YYC is a stopoff and therefore a direct flight for us.

Except YYZ-NRT/HND almost never routes anywhere near Calgary. YYC is well out of the way on the westbound routing, which (generally) flies pretty much due north from Toronto before gradually turning westbound.

YYZ-YYC-NRT as a scheduled service wouldn't be particularly wise from a flight planning perspective, might as well stop in YVR at that point as you'd be so far out of the way anyway.

[Coldrsx]

Now that we will be sharing BA to LHR, how about we try AC NRT as well

I promise to cheer flames ^in the playoffs.

[MMMBeer]

Part 1 of the documentary Flight Plan about YYC is scheduled for today at 4pm on CTV Two.

Anyone know when Part 2 is scheduled? Was supposed to be tomorrow but I see NFL football is now scheduled in the timeslot originally announced for Part 2.

Throw CTV an email and they should be able to tell you.