Feb 21, 2017, 4:51 am
Last edit by: TravellerFrequently
Club Europe and EuroTraveller will be launched on UK domestic routes on 01 April 2017.
What does this mean for those of us with existing bookings for travel from April onwards?
Earning Avios and Tier Points
Spending Avios
What does this mean for those of us with existing bookings for travel from April onwards?
- If your ticket was booked into J, C, D, R, I, or U fare classes, you will travel in the CE cabin and will enjoy lounge access plus the usual fast track benefits and special meal options that come with CE.
- If your ticket was booked into the Y bucket, you will be rebooked for free into J (Club Europe) and the above benefits will apply. This should happen automatically well in advance of travel. If your ticket was not issued by BA, you should contact the issuing airline to make sure this change is properly processed.
- If your ticket was booked into B, H, K, M, L, V, N, Q, O, S, G fare classes, you will travel in the ET cabin and all elements of the airport and cabin experience will the same as before.
- If your ticket was booked into the X fare bucket (economy class redemption), then you will travel in the ET cabin above. However, if this was part of a longhaul club or first ticket, it may be possible to be rebooked for free into the U (Club Europe) bucket. You will have to call BA to accomplish this change.
Earning Avios and Tier Points
- Q, O, and G class will earn 125 Avios and 5 TP per sector (no change)
- K, L, M, N, S, and V class will earn 250 Avios and 10 TP per sector (no change)
- Y*, B, and H class will earn 500 Avios and 20 TP per sector (no change)
- R and I class will earn 750 Avios and 40 TP per sector
- J, C, and D class will earn 1250 Avios and 40 TP per sector.
Spending Avios
- X will be the redemption class for EuroTraveller
- U will be the redemption class for Club Europe
Club Europe to be introduced on UK domestic flights [launches 01 April 2017]
Feb 19, 2017, 1:27 am
#286
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I can't see Y staying as Club Europe for U.K. only. It makes sense to be consistent.
Feb 19, 2017, 2:47 am
#287
Join Date: Oct 2006
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No competition for connecting traffic. No other network airline flies to JER except AB and EI on a seasonal and infrequent basis. So why bother?
I suppose BE could in theory offer some feed via MAN to a network player. But I doubt that'll leave BA quaking in their boots.
I suppose BE could in theory offer some feed via MAN to a network player. But I doubt that'll leave BA quaking in their boots.
If 2 out of the 6 flights went to LHR, connecting demand would be huge. There would be far more CE than Y, I imagine. The price of O&D fares on the route would probably have to be huge and even that wouldn't help.
Many would feel hard done by and flying to LHR would be seen as some sort of status symbol.
At present the BA LGW flights are neatly spread out across the day and all operate pretty full. JER has runway length restrictions so bigger planes are not an option. However, if you put on 767s or eventually A350 to LHR twice a day, you'd kill the LGW flights. So we would be back to large price differential to LHR.
AFAIK when BA operated JER to LHR, they did not also fly to LGW. BCal and DanAir did operate that route. Not sure about Jersey Airlines.
Suffice to say, for BA only real option would be to move all JER flights to LHR, but that is a lot of slot pairs many at peak times.
Feb 19, 2017, 3:04 am
#288
Join Date: Mar 2012
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I think that is right and a couple of other things strike me.
If 2 out of the 6 flights went to LHR, connecting demand would be huge. There would be far more CE than Y, I imagine. The price of O&D fares on the route would probably have to be huge and even that wouldn't help.
Many would feel hard done by and flying to LHR would be seen as some sort of status symbol.
At present the BA LGW flights are neatly spread out across the day and all operate pretty full. JER has runway length restrictions so bigger planes are not an option. However, if you put on 767s or eventually A350 to LHR twice a day, you'd kill the LGW flights. So we would be back to large price differential to LHR.
AFAIK when BA operated JER to LHR, they did not also fly to LGW. BCal and DanAir did operate that route. Not sure about Jersey Airlines.
Suffice to say, for BA only real option would be to move all JER flights to LHR, but that is a lot of slot pairs many at peak times.
If 2 out of the 6 flights went to LHR, connecting demand would be huge. There would be far more CE than Y, I imagine. The price of O&D fares on the route would probably have to be huge and even that wouldn't help.
Many would feel hard done by and flying to LHR would be seen as some sort of status symbol.
At present the BA LGW flights are neatly spread out across the day and all operate pretty full. JER has runway length restrictions so bigger planes are not an option. However, if you put on 767s or eventually A350 to LHR twice a day, you'd kill the LGW flights. So we would be back to large price differential to LHR.
AFAIK when BA operated JER to LHR, they did not also fly to LGW. BCal and DanAir did operate that route. Not sure about Jersey Airlines.
Suffice to say, for BA only real option would be to move all JER flights to LHR, but that is a lot of slot pairs many at peak times.
Didnt work; maybe the wrong economies of scale
Feb 19, 2017, 4:18 am
#289
Join Date: Oct 2015
Location: Up North.
Programs: BAEC Silver
Posts: 311
It initially started using a combination of A319s/320s, before gradually being wound down to Embraers.
I think BA would do decent business to all three of LHR, LGW and LCY from JER. But I guess only they know the true numbers...
Feb 19, 2017, 5:24 am
#290
Join Date: Oct 2006
Location: Brighton, UK
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The reason BD failed was precisely because of the strength of BAEC. The regulars were still travelling JER-LGW-LHR-XXX even when there was a perfectly timed JER-LHR BD service.
It initially started using a combination of A319s/320s, before gradually being wound down to Embraers.
I think BA would do decent business to all three of LHR, LGW and LCY from JER. But I guess only they know the true numbers...
It initially started using a combination of A319s/320s, before gradually being wound down to Embraers.
I think BA would do decent business to all three of LHR, LGW and LCY from JER. But I guess only they know the true numbers...
I am sure there would be business on LHR and LCY routes, but would it make things better or just fragmented? Also, while Jersey has a substantial financial services business, does it need to get to the City or Canary Wharf? For the City LGW trains run to the doorstep making LCY less attractive.
To my mind JER needs frequency with reasonable connection options. Fragmenting flight across airports may actually dilute the effective frequency. Hence I see it as LGW or LHR, not both with LCY thrown in for good measure.
Bear in mind the Channel Islands represent quite a limited catchment area. One surprise to me at least is that BA do not fly to GCI, especially since the runaway was extended to take A319s/737s. Surely one or two flights a day would hardly operate empty?
Feb 19, 2017, 5:39 am
#291
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One of their predecessor organisations did fly there once.
Feb 19, 2017, 6:20 am
#292
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Last LHR service was 1980 then the main GCI route transferred to Cityflyer from LGW.
I agree it's a case of effective aircraft and crew deployment (and LHR isn't going to happen), but ex-LGW I would suspect there is a business case waiting to be made.
Feb 19, 2017, 6:39 am
#293
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Feb 19, 2017, 6:39 am
#294
Join Date: Dec 2006
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I used both BA services to / from Jersey late 1980s early 90s
BA operated around 5 flights a day from LHR using BAC1-11s and 737s and twice a day from LGW using 737s
Tobias, Globaliser may be talking about Comair ? - not really BA
BA operated around 5 flights a day from LHR using BAC1-11s and 737s and twice a day from LGW using 737s
Tobias, Globaliser may be talking about Comair ? - not really BA
Feb 19, 2017, 6:51 am
#296
Join Date: Mar 2012
Location: London
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Posts: 2,047
Long time ago, but mainline BA used to operate GCI to LHR as well as seasonal LGW, MAN and BHX services, using Viscounts and BAC1-11-400 frames and occasional 737-200's.
Last LHR service was 1980 then the main GCI route transferred to Cityflyer from LGW.
I agree it's a case of effective aircraft and crew deployment (and LHR isn't going to happen), but ex-LGW I would suspect there is a business case waiting to be made.
Last LHR service was 1980 then the main GCI route transferred to Cityflyer from LGW.
I agree it's a case of effective aircraft and crew deployment (and LHR isn't going to happen), but ex-LGW I would suspect there is a business case waiting to be made.
I think GCIs runway is still borderline for the larger aircraft
Feb 19, 2017, 7:25 am
#298
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What I was thinking was that as you earn 40/20/10/5 on JNB-DUR (domestic, BA franchise), JFK-BOS (domestic, codeshare ops AA), LGW-JER (quasi-domestic, BA mainline), and LCY-RTM (international, BA subsidiary), it would be odd if LHR-INV were to earn less in one or more of those categories - particularly as it is more than twice the length of all bar the first of those other routes.
But that is only guesswork and speculation on my part.
Feb 19, 2017, 9:05 am
#299
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Feb 19, 2017, 9:10 am
#300
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