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Aviation History
1974
1974 - 0286.PDF
256 FUGHT International, 28 February 1974 MR TRANSPORT Europe's first shuttle—by British Airways EUROPE'S first genuine air shuttle is to be introduced by the European Division of British Airways, probably on January 1 and certainly before April 1, 1975. Announcing this last week in London Mr Roy Watts, chief executive of the division, emphasised that it would be a "guaran- teed-guaranteed seat" service. No prior booking would be required; it would operate at easily remembered times with standby aircraft and crews available to carry even one overbooked passenger—provided he had presented himself before close-out time. The shuttle will be introduced on the London-Glasgow domestic trunk route to begin with, with conventional scheduled services continuing on London-Edinburgh and London-Belfast. Watts emphasises that the service will be experimental, the main problem being to guarantee the guaranteed seat. If successful the Shuttle will be extended to the routes from London to Paris, Brussels, Amsterdam, Dublin and Arithmetic suggested that shuttles were feasible for passenger flows of over 400,000 a year per route. Flows on London-Glasgow, on the London-Edinburgh and London- Belfast trunks in 1973 were 673,000, 460,000 and 482,000 respectively. The fare would be the same as currently charged, but minds were open. "We shall be providing a better service because the passenger won't need to reserve a seat," said Mr Watts. Tickets might be bought on board the aircraft. There would have to be discussions with traffic and cabin staff unions, as on other details of the project. The present first-class rail fare London to Glasgow is just over £12. The current air fare—very shortly expected to increase— is £12-85. Mr Graham does not think that the relationship between the rail and air fares will change. Asked whether British Airways would guarantee a relief for just one overbooked passenger Mr Roy Watts replied: "Yes, definitely. If we fail to run out one aircraft London-Paris is now busier! than E a s t e r n's New York- Washington service was when the Shuttle was introduced. The Croy don and Le Bourget mode ofi buying air carriage is due for reT tirement. British Airways BEA,1 Air France and British Cale donian should now extend their^ operational and technical excel lence to passenger service and! convenience on this premier Com-, mon Market air route. The ultimate airport Shuttle terminal planned by British Airways might look something like this—most of the bodies being customers rather than traffic staff. To begin with, part of Terminal I at Heathrow may be used. For the Shuttle, British Airways will introduce separate and exclusive reservation telephone numbers, improved telex access to the Beacon computer, wider use of credit cards and improved ticketing facilities elsewhere. "Some partners are for it," says Watts, "while others are positively hostile, but customer demand will ensure that eventually it must extend to international routes as well." Day-to-day control will be in the hands of Mr Richard Graham, at present chief economist, who has done all the planning and research. In answer to questions Mr Watts and his staff said that there would be the same meal service as on present con ventional services: "An ingredient of the Shuttle is that it is not a deterioration of service." Luggage would be no more of a problem than it is at the moment. It would still be possible to buy tickets in advance, and commission would be paid to agents. "It would be extraordinarily stupid of us to alienate the travel trade and this we have no intention whatsoever of doing," said Mr Watts. ••Flight", May 10, 1973 with one person overbooked we haven't got a Shuttle." Asked whether British Caledonian, British Airways' com petitor on domestic trunks and on other routes, would object Mr Watts replied: "I think BCAL is unlikely to object to a product improvement. It would be a difficult stance to take publicly." He confirmed that the Civil Avia tion Authority and the British Airports Authority both welcomed the project and wanted to be associated with it. "They have shown great enthusiasm," he said. Would the Shuttle be introduced on British Airways' long-haul routes in competition with Skytrain? Mr Watts replied: "The Skytrain is a different product—a bring- your-own-tent product. Don't confuse it with a Shuttle. The aircraft should stand by for the customer, not vice- versa. I think this is a very important way of describing the difference between a Shuttle and a normal scheduled service." The Shuttle will be operated with Tridents as first- section and stand-by aircraft, at a frequency of about 17 flights a day, compared with today's 14-16 flights. British Airways believes that its existing CAA licences cover the operation of the shuttle. "We're of the opinion
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