The only Caribbean islands where JM had significant market share was SLU (where he had at least 2 hotels) and GND. His operation to ANU was a failure and his market share to BGI was small, and mainly VFR. The goal was to use Jamaican taxpayers to subsidize HIS hotels via JM. JMs cost structure was extremely high because Butch just didnt understand that running an airline isnt like running a hotel chain, plus he had carte blanche from the Jamaican gov't to do as he wished. In so doing he put Jamaica into financial stress which is why eventually the IMF insisted that the airline be shut down.
Interesting to note that Jamaican tourism arrivals soared since Butch exited JM. Also that as soon as Butch was forced to hand over JM back to the gov't he shifted his business to other airlines. JM had levels of debt in line with some of the smaller Caribbean islands! Over expansion and a plethora of low yield routes. PHX to MBJ? Why?
I think we are blaming Butch Stewart too much for the failure of JM and not remembered that the Jamaican Government also held 25% but they also collaborated with JM fly these routes, because that at the time the US airlines did not want to fly tourist routes to Jamaica.
We have to remember that before 2005, the major US airline was operating was AA from MIA or JFK, with regional governments being forced to provide a subsidies to the airline. WN was not flying internationally, B6 was still a young airline, NK was changing its business model and the big 6 were in all sorts of trouble.
JM was flying all sorts of routes to bypass the old system; for instance MBJ-ORD would need to pay AA to fly there so they encouraged Stewart and company to fly these loss making routes and provide a bailout in the end as a result.
It is interesting that after JM got back in Government hands Butch Stewart forgot about JM and aligned his hotels to the airline's competitors.
For several years BW operated a daily flight using the Tristar between POS and LHR with stops (in both directions) at BGI (on Mondays, Thursdays and Saturdays), at ANU (on Wednesdays and Fridays) and at UVF (on Tuesdays and Sundays). The introduction of the A340 enabled nonstops to be operated and BW certainly did do some of them.
The L1011 did flew a couple flights nonstop from POS-LHR. The issue was BWIA had an equipment problem on the route as the A340 was too big for the airline, but was needed to avoid ETOPS. BWIA was actually looking at the B767 and A332, and I believe the A332 won but the airline simply could not get ETOPs to fly across the Atlantic.
Didn't they refurbish the Tristars a little before the A340 arrived? I remember flying on the Tristar to LHR a few years later I flew on one to POS and the seats atleast were different. It's so funny back then the Tristar seemed like such a large aircraft.
Yes the L1011s were refurbished in 2000 when the did the new logo. They had new seat covers, new overhead bins, carpets, lavatory and some navigational upgrades. Three were refurbished and one was sent into the desert eventually at the end of 2000. The sad fact was the a/cs were retired shortly after in 2002 when the first A340 came in.
Also to note, we talk a lot about the majors, but what about LCC? Does anybody foresee perhaps G4 getting in on the Caribbean market? Right now, they are a strictly domestic carrier, limiting their destinations to only PR and the USVI. I know they used to fly CVG-SJU. What if they restart? As well as get approval for int'l flights, like CUN, MBJ, NAS, PUJ? There is a demand for nonstop Caribbean flights from CVG, CLE, SDF, BNA, RDU, MSY - all of which G4 has a presence. Heck, even LEX (my home airport btw) could probably support a seasonal CUN flight, especially during Spring Break (UK students love Cancun)
That is an interesting question, G4 I see more operating in the shorter route high volumes markets to CUN, MBJ, NAS, PUJ when things get better. There is always the bargain hunting traveler that only cares about the price of the product, which is the market they are operating in.
Forgive me for my lack of knowledge about the Caribbean, but is POS more business than leisure? Is there a big oil market in Trinidad & Tobago? I know VFR is a big drive, particularly for MIA and NYC flights, but what is the leisure presence like?
POS is the largest Business Market in the English speaking Caribbean due to the Energy market and a large VFR market, but most of those markets are concentrated in the North East and Florida. There are some fragmented demand in ATL, IAH, CLT, WAS and to a much smaller take in California. As a result MIA, YYZ and IAH are highly business concentrated in demand, DC is to a smaller extent. NYC, FLL, MCO are more VFR or leisure, NYC is a mix but it is more leisure demand than business.
Twice weekly BW POS-MCO looks like it's mostly a leisure route for Trinis who want holidays in Orlando without flying to BW MIA/FLL or connecting CM @ PTY. B.T.W., For such operation, BW would save money flying to SFB instead of MCO.What it looks like is that BW should consolidate itself in its North American P2P POS markets: South East Florida (MIA/FLL), NYC (JFK/EWR) and Toronto (YYZ).When there'd be some kind of Trini/Guyanese S.E.Florida demographics north of Broward County, BW to PBI could be an addition to MIA/FLL.If airfares were extremely competitive and there were no major issues with baggage-allowances., wonder what the Trini/Guyanese market reaction to any BW POS-SWF (for NYC) and/or POS-YHM (for YYZ) would be,
POS-MCO was 3w with 4w at High season sometimes, before the Covid there were plans to increase flights there again. SBF will not work from this market as most people recognize MCO rather than SBF.
POS-SFL, this is tricky because the Demand in really split between both airports- Data shows MIA is heavily Business and premium they pay makes the route highly profitable. On the other hand FLL is heavily VFR and the bulk of the tickets are to Y. I am interesting to see what they decide to do when things build again either consolidate MIA or resume normal operations.
NYC/EWR- I mean the only reason to EWR is to capture connection traffic to BNA and PHL, most of the West India diaspora is concentrated in Kings, Queens and Nassau County and EWR is a hustle to get to.
POS-IAH will start when things return, as this market has seen a significant increase in both VFR and Business as Texas grows. They want to start 3w.
BW previously tried POS-IAD with codesharing with UA and it didn't work out. Things may have changed since then but I doubt it in the post COVID world.DL flew ATL-POS and it was dropped. I don't see what a codeshare would improve. Where would people connect beyond POS that would be attractive and make the flight viable?DFW is not an oil market.BW only flies POS-MCO twice a week and that's a larger market than TPA. TPA isn't viable IMO. MIA and FLL are (were) both flown because there's enough of a market to So. Fla to support both. VFR, business and outbound tourism to MIA and VFR traffic to FLL.
POS-IAD did ok back then; I know CAL wanted to restart the route but resources at the time constrained them from restarting service. The only way to grow beyond the current demand which is about 2-3w is the have a code sharing agreement with UA to capture markets like BOS, PHL, CLE, ORD and BNA like they use to. IAD was about 50pax per day each way when BWIA flew the route, dat now suggest its about 55 now, but again 3w at best.
POS-ATL was interesting route also, BWIA wanted to do this route 3w but was tied up as a result of the CAT2 downgrade. DL then decided to start the route and was flying between 45,000-50,000 pax per year. ATL-POS is about 60 pax per day, not enough for daily flights but demand is there for 3w.
Forget TPA, MCO is nearby and captures the market catchment.