CE restricted to 7 rows
Feb 21, 2018, 4:51 pm
#76
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Feb 22, 2018, 12:40 am
#77
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IF they remove the middle table the value of a Business class product surely diminishes even further than it had, to the point where I start to question why it is called Business class (in BA’s terms CE), is there not a point when it isn’t business class anymore and is misleading advertising? I’m no expert in product advertisement or product naming but it must be bordering on a grey area?! I strictly mean onboard product.
I would like to say, I look forward to seeing how this all unravels but I fear it’s another turn for the worse. Prove me wrong. Especially if there is an impact on POUGs and CE fares. This cabin really helped me retain Silver.
I would like to say, I look forward to seeing how this all unravels but I fear it’s another turn for the worse. Prove me wrong. Especially if there is an impact on POUGs and CE fares. This cabin really helped me retain Silver.
Feb 22, 2018, 12:49 am
#78
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But why does BA have to reduce its offering to match KLM? It's these small softer differentiators that make CE competitive. As things stand, certainly on longer flights, I'd rather pay for CE over LH. You can cut a product back so much that nobody buys it and then you eradicate it altogether.
Feb 22, 2018, 12:51 am
#79
Join Date: Jan 2010
Posts: 7,464
But why does BA have to reduce its offering to match KLM? It's these small softer differentiators that make CE competitive. As things stand, certainly on longer flights, I'd rather pay for CE over LH. You can cut a product back so much that nobody buys it and then you eradicate it altogether.
Feb 22, 2018, 1:57 am
#82
Join Date: Apr 2015
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Can’t imagine if BA were to remove it it would do wonders for connecting long haul yields which are clearly already under a lot of pressure for BA given some of the recent BA F/J deals from the Continent!
Feb 22, 2018, 5:31 am
#83
Join Date: Jun 2015
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But why does BA have to reduce its offering to match KLM? It's these small softer differentiators that make CE competitive. As things stand, certainly on longer flights, I'd rather pay for CE over LH. You can cut a product back so much that nobody buys it and then you eradicate it altogether.
I also believe this (CE) just becomes Economy plus or Main Cabin Extra (but without the legroom, 29 vs 30 is not a big differentiatior). If there’s no middle table, what’s the main onboard difference? Just complimentary food & drink and maybe more attentive service? Its almost not worth being called a different product or setting at a much higher price difference...
Feb 22, 2018, 5:42 am
#84
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More exclusive but with rubbish from ET coming through?
More exclusive with middle table removed?
I don't think so. I bet it's as simple as they 'just did it' following AC's mandate to get things done, but because the people responsible are MBAs who don't know anything about delivery / BA's onboard product, they didn't fully think through loading issues OR they reckon they can make those 7 rows work harder - ie 'why are we bothering selling CE to x for £299 when we could fill 7 rows for £900? AND sell x ET seats for £300 following the collapse of Monarch'?
The two positive things they HAVE done with CE are i) free same day changes; and ii) long catering band is overall better quality and quantity (except at breakfast).
That came at the cost of downgraded former Band 3 (MAD for instance) and Band 2 routes. I agree for Band 1 the difference is marginal.
Last edited by IAMORGAN; Feb 22, 2018 at 5:48 am
Feb 22, 2018, 5:57 am
#85
Join Date: Aug 2015
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Surely the 7 row limit means price adjusts for the limited supply. Some astronomical fares perhaps on Friday evening back from ATH post-767, post-densified A320s...
These longer sectors were catered from outstations as recent as 2 years ago (I recall a very good Y meal from IST in June 2015, and a not-so-good Y meal from OTP in April 2016). The yield from Club ought to make up for the difference. Alas, it may be extra cost and complexity. But the higher margin in return?
These longer sectors were catered from outstations as recent as 2 years ago (I recall a very good Y meal from IST in June 2015, and a not-so-good Y meal from OTP in April 2016). The yield from Club ought to make up for the difference. Alas, it may be extra cost and complexity. But the higher margin in return?
Feb 22, 2018, 6:03 am
#86
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It’s like they re run by people who have never take a flight. Lose the middle table and mess up what’s left of the catering then with crossrail from next year they re toast. The product is such a mess and so confused and so stuck in permanent relaunches easyJet just have to sit back and watch the punters roll in.
Feb 22, 2018, 6:26 am
#87
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Easier for people in west London to hop on Crossrail to Farringdon and get a direct train to LGW or LTN, and probably also speeds up the journey to LCY and STN somehow...
Feb 22, 2018, 6:41 am
#88
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You can do that with a change in Clapham Junction for LGW and a change along Clapham Junction to Shepherds Bush for LTN at this moment. Crossrail only helps people from Reading and Heathrow compare with the option now.
Feb 22, 2018, 7:17 am
#89
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Surely the 7 row limit means price adjusts for the limited supply. Some astronomical fares perhaps on Friday evening back from ATH post-767, post-densified A320s...
These longer sectors were catered from outstations as recent as 2 years ago (I recall a very good Y meal from IST in June 2015, and a not-so-good Y meal from OTP in April 2016). The yield from Club ought to make up for the difference. Alas, it may be extra cost and complexity. But the higher margin in return?
These longer sectors were catered from outstations as recent as 2 years ago (I recall a very good Y meal from IST in June 2015, and a not-so-good Y meal from OTP in April 2016). The yield from Club ought to make up for the difference. Alas, it may be extra cost and complexity. But the higher margin in return?
But that only works if the rise in price is more than the cut in supply (i.e. that demand is relatively inelastic). I don't have the numbers so I can only guess.
The old system where the curtain goes back meant that you have supply in both cabins and can sell at a premium where you can. Fixing the maximum size of the cabin means that sometimes (reasonably often in my experience) you BA will sell a cheapest Y ticket instead of a expensive J ticket.
Feb 22, 2018, 7:25 am
#90
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The unconnected to Crossrail Thameslink Programme will make LGW (and LTN for those coming from the south) more attractive once services resume through London Bridge in May