Willie Walsh uses BA brand power to put a spoke in ‘Boris Island’ airport hub project

January 19, 2012

British Airways may not be the brand it was when the Saatchi brothers landed Manhattan at Heathrow nearly 30 year ago. But, as national flag carrier, it still packs a punch: it’s still the largest UK airline based on fleet size, number of international flights and international destinations.

What’s more, as a founder member of International Airlines Group, BA has with Iberia created the world’s third largest airline service by revenue and the second largest service in Europe.

So when its chief steward (or perhaps that should be pilot), IAG chief executive Willie Walsh, says he doesn’t like something, the politicians have to listen whether they like it or not.

And right now, their ears will be ringing, because Wee Willie is beside himself with rage. Not only has he been denied ‘his’ precious third runway at Heathrow – more or less BA’s individual fiefdom and a world brand in its own right. But to add insult to injury, he has also been dragged into – as he sees it – the Government’s hare-brained scheme to build a mega-airport in the Thames Estuary.

Over his dead body. In a move reminiscent of Fool’s Mate in Chess, Walsh seems to have played a blinder on the politicians.

David Cameron, his Transport Secretary and Mayor of London Boris Johnson (who originally espoused the idea) have seemingly done little else over the past few days beyond eulogising the £50bn hub project at “Boris Island” and the transformative effect it will have on the British economy.

Er, no. Walsh crash-landed their airy delusions with a simple, crushing declaration. He’s not moving from Heathrow:

“I don’t think it can be financed. If I throw my weight behind it, people will expect me to be part of the solution financing it and I won’t. The only way you’d make it financially successful is say you’re going to build it and, as part of that, you’re going to close Heathrow. If you leave Heathrow open and you build this new airport, we’re going to stay at Heathrow.”

According to Walsh, these socio-economic engineering projects cause staggering disruption for precious little return, financial or otherwise. The new hub at Montreal didn’t work when they tried it; nor did the one at Kuala Lumpur.

If BA – which holds most of the Heathrow slots, not to mention exclusive rights to state-of-the art Terminal 5 – is not moving to Boris Island, none of its rivals will be either, for fear of losing what slots they have. Or so he reckons. And who is to call his bluff?

Manhattan may once have landed at Heathrow, but Heathrow will definitely not be landing at Thames Estuary Airport. Ah, the power of a global brand flexing its muscles.

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Michael O’Leary avoids his Gerald Ratner moment of truth – for now

July 17, 2010

I picked up Thursday’s Guardian with mounting anticipation and turned to page 9, as instructed. There it was, half a page of sheer, undiluted schadenfreude!

A half-page ad in which Michael O’Leary is forced to apologise fulsomely for calling his EasyJet rival Sir Stelios Haji-Ioannu a liar in print. Appearing in the Telegraph, too. And all paid for by Ryanair.

That’s the sadness of the Ryanair brand. For all the gritty enterprise that has made it Europe’s first airline, we don’t very much like it, or its leader. In fact, we can’t wait for him, or it, to get their come-uppance.

Not that O’Leary will be losing much sleep over such sentiment (see my Horlicks post). If anyone thinks this is his Gerald Ratner moment, they are very much mistaken. O’Leary’s arrogance is not yet so overbearing that he has lost touch with his market. Granted that both he and Ratner have the same contempt for the people they have served. But the difference is that O’Leary’s judgement of human nature is much shrewder. Spookily, he seems to know us better than we know ourselves. Just how much more are we prepared to be abused at the check-in counter, treated like cattle as we board and sheep once aboard, before outraged human dignity finally overcomes our greed for lower prices? A lot more, I suggest; even after Ryanair introduces the single paying loo. Ryanair never forgets that, despite our better selves, we don’t really have a choice – and rubs our noses in it.

Still, we can have a few laughs along the way at the great brand’s expense, and this is definitely one of them. The knife between Stelios and O’Leary is an outstanding illustration of mutual corporate and personal loathing. Others examples include Sir Richard Branson and Willie Walsh; and Sir Martin Sorrell and Maurice Lévy. My favourite, however, (for which I am indebted to the BBC News website) is the case of the two Dassler brothers, one of whom (Adi) set up Adidas, and the other (Rudi), Puma. The hostility between the two of them was so visceral that for many years the Bavarian town of Herzogenaurach, where both had factories, was in a state of undeclared civil war.


Martin George: guilty until proven innocent

May 11, 2010

With one farce playing on at Whitehall, it’s easy to overlook another at Southwark Crown Court that flopped almost instantly.

“Ludicrous”, “disgraceful”, “shabby”, “cynical” were  some of the kinder epiphets being showered upon it by the critics – most of them in the legal profession. Yes, I’m talking about the Office of Fair Trading’s case against four BA executives for alleged price-fixing. After four years of painstaking preparation, the trial collapsed before a single witness took the stand; inexplicably, the prosecution had sat upon email evidence that immediately exonerated the defendants from any suggestion of conspiracy.

No doubt heads should roll – those of John Fingleton at the OFT and Steve Ridgway at Virgin Atlantic come to mind; yet it is the heads already lying in the blood-stained sawdust which are my main concern here. And one in particular, that of Martin George, formerly commercial director of BA: judged guilty before he was proved innocent.

There was a time when reputations in marketing didn’t come any higher than George’s. The mild-mannered, aimiable executive constantly topped surveys of the great and good in marketing. And rightly so. He was, after all, in charge of one our most vibrant brands (I’m talking about quite a few years ago) and was one of the few marketing directors who had made it onto the board of an FTSE 100 company. Capping it all, he looked chief executive material. Only narrowly was he pipped to the top post at BA by former pilot Willie Walsh in 2005.

But it was downhill fast after that. Once details began to emerge the following year of an alleged conspiracy to fix aviation fuel price surcharges – thanks to Virgin turning whistleblower – George was barely able to hold down a proper job. Who would, with maybe a five-year prison sentence hanging over them? Hounded out of BA later that year, he applied unsuccessfully for the Manchester United commercial role (filled, briefly, by ex-Saatchi ceo Lee Daley) and has since had to content himself with the role of interim group marketing director at BUPA (where he still is), and whatever below-the-radar consultancy tasks have come his way. Nothing, I imagine, within the range of the £450,000 or so a year he earned at BA.

George, like the three other defendants, has always maintained his innocence, although he did take responsibility for his department’s actions. Here’s what he said on resigning from BA:

“I now recognise that within my department, there may have been inappropriate conversations in violation of company policy in relation to long-haul fuel surcharges. I was not involved in such conversations. Although the board of BA have not found that I have behaved in a dishonest way, I fully recognise my responsibilities as head of department and as a board director.”

Time has proved George was right to maintain his innocence – but at what a cost. Ridgway, by contrast, now finds himself in an interesting situation. By whistleblowing to the OFT he implicitly admitted criminal dishonesty in order to save his own skin – even if that meant landing someone else in jail.

With the case blowing up in his face like this, his position is surely untenable. The 70,000 emails that Virgin has so mysteriously rediscovered – if they do nothing else – fundamentally undermine any conspiracy theory. They establish that Virgin had previously, and unilaterally, determined to raise the fuel price surcharge to what turned out to be the same level as BA’s.

Even speculatively, the notion of a cartel looks pretty flimsy. Why would BA and Virgin bother in the first place? Fuel surcharges are a minor part of the ticket price. And, as one of the counsels for the defence has pointed out, BA and Virgin competed on no more than 20 of BA’s 219 routes at the time. Only on three of these routes – Orlando, Grenada and Trinidad – was there no other competition. Now that hard contradictory evidence has come to light, the trial looks like a stitch-up which relied on witnesses with an agenda.

I’ll leave you with the words of George’s counsel, Clare Montgomery QC: “The world has turned upside down. If you say you are honest in making an agreement, then you may go to prison. If you say you did nothing wrong, then you’re at risk of being charged. But if you say you were dishonest, then you and your company will not be punished, you will keep your job.”

I wonder where that leaves Martin George and his career prospects?


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