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Review: Should British Airways scrap BA1, the ‘all business’ London City to New York service?

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This is my review of BA1, the ‘all business class’ service from London City to New York JFK, via Shannon.

Well, more accurately, tomorrow will be my full review.  Today I want to give you some background to the BA1 service and my reasoning for why I don’t think it will be with us for much longer.

Until 24 hours ago, it had been a long time since I last flew BA1.  It was back in September 2010, before HfP was launched.  By total chance, it was the first anniversary of the service, and we were greeted with cake and music during the stopover in Shannon.

Having flown it again yesterday, it is time to question whether BA1 still has a place in the market.

BA’s official website for BA1 can be found here.

The history of BA’s London City to New York route

First, let me remind you of the background to BA1.

Until 2003, BA1 was the flight number associated with the Concorde route from London to New York. Six years after Concorde was retired, British Airways introduced a service from London City Airport to New York JFK and re-used this prestigious flight code.

There were originally two flights per day, but the second was dropped in 2016 as we reported here.

What makes BA1 special is not only that it is the only long-haul service from London City, an airport that is constrained by both its short runway and surrounding skyscrapers, but also that it is an all-business class configuration.

This is not your standard Club World seat. The business class seat on the BA1 and BA2 return service is an entirely different, all forward-facing 2 x 2 product:

BA1 A318 interior view

To make this route work, British Airways uses an Airbus A318.  Thanks to London City’s short runway and airspace restrictions, the A318 is the largest aircraft type to be able to land.  Even then, it had to be modified with a “steep approach” function.

Taking off is also a problem, since with full fuel tanks the aircraft cannot get enough speed to clear the runway!  Instead, it departs London City with a very small amount of fuel and makes a stop in Shannon to fill up.  The clever trick here is that the stop also allows passengers to clear US Customs and Immigration in Ireland, allowing you to land as a domestic passenger in New York.

To put this in perspective, it took me exactly five minutes yesterday – with only hand baggage – to get from the door of the aircraft to the Airtrain station at JFK Terminal 7.

On the return flight, the aircraft flies directly to London City without a stop.

It all sounds great

It is, in some ways.  Passenger loads are also usually low and you will often get a pair of seats to yourself, which gets around the seat mate issue.  Of course, this does not bode well for the economic viability of the one remaining daily service.

As it happened, British Airways has no problems filling the Monday morning service which was virtually full.  Departing London City at 09.40, it landed in New York JFK at 13.50.

If you want to get to New York at a sensible time, it remains a good option – although the 08.25 from Heathrow beats it by almost three hours, landing at 11.05.

BA 1 New York to London City

And yet ….

As someone who flew BA1 in the early days, it was sad to see the decline of the service yesterday.  At the same time as BA1 has been doing downhill, other airlines have been raising their transatlantic game, including BA’s sister airline Aer Lingus.

In Part 2 of this review tomorrow I will look at the current service in more detail.  In this piece, I want to focus on WHY I think it doesn’t have a future, at least in its current form.

The problems with BA1 in 2019

I was hoping to get a list of 10, but got stuck at nine.  Nine is still nine too many, however ….

Problem 1:  London City Airport

Let’s not get our rose-tinted glasses out. London City Airport has been a nightmare at peak times for a long time, and I doubt it was much better back in 2010 when I last flew BA1. When the new terminal is complete, we should have a transformed airport. In the meantime, we are dealing with a space which struggles massively in terms of number of passengers per square foot at peak times.

My trip from West London was entirely trouble-free.  London City has also taken steps to improve security screening, and I got through surprisingly quickly for 8am on a Monday.  After that, however, it went downhill.  There is minimal seating space in the terminal which meant that paying a shocking £3.59 for a small Americano at Illy was actually good value, since it got me a seat and a table for the next hour.

There are no lounges in London City Airport.  You CAN use the lounges in the private jet terminal next door and be driven to the steps of your aircraft (I did it myself recently and it is a fantastic service, read my review here) but US security restrictions mean that BA1 passengers cannot use this facility.

When the BA1 service launched and there were two daily services, the aircraft had a dedicated gate. British Airways would set up a little buffet in the gate area for passengers. It wasn’t great but it was better than nothing. This has now been swept away.

(EDIT:  the comments below suggest that you get a credit at Pilots restaurant. If true, this is something which is kept deliberately secret by BA! Whilst check in staff may mention it, this is mainly a hand baggage only customer base who do not use the desks.)

Boarding is now from a random gate with just enough seating for the plane. There is nothing special about it at all, especially as you have to walk across the tarmac to the aircraft – not fun on a rainy day.

BA1 review London City to New York

Problem 2:  The food and service

Back in 2008, BA1 led the way in terms of British Airways food with the service catered in a partnership with the Roast restaurant in Borough Market. Do&Co has now taken over and, whilst I am generally very supportive of them, there was no apparent difference to the food offered on the New York services from Heathrow now that BA has raised its game there.

Problem 3:  The tired seats

The BA1 seats are unchanged in 10 years, whereas the rest of the industry has moved on. A 2 x 2 layout with no real privacy from your neighbour no longer cuts it. It looks very poor compared to the new British Airways and Virgin Atlantic seats – and Virgin Atlantic is planning to put the first three A350 aircraft with the new Upper Class Suite (reviewed here) onto the New York JFK route.

Problem 4:  The IFE and wi-fi

There is no built-in IFE on BA1 – you are supplied with a pre-loaded iPad instead. This was a fancy novelty 10 years ago, but the iPads are not the latest models.  Capacity is limited, with just 14 movies loaded plus some TV, audio and games.  Improvements in IFE screens on mainline aircraft means that the current set-up is now a bit of a joke.  BA1 also has no wi-fi – not a big deal 10 years ago, but more of a deal breaker now.

BA 1 New York London City review

Problem 5:  Global Entry

The quiet revolution in travel to the United States for non-US citizens in recent years has been the ability to sign up for Global Entry. It is a bit of a faff, but once you’ve had your interview (which can be done in London at various times of the year) you can skip US immigration lines for the next five years.  A key selling point of BA1 is that it is time-neutral, since the 50 minute stopover in Shannon lets you clear immigration, saving you 50 minutes in New York.  If you have Global Entry, this isn’t the case – BA1 is noticeably slower for you.

Problem 6:  The introduction of APC immigration machines

I don’t have Global Entry. However, if your fingerprints are on file with US immigration, you can now use the APC immigration kiosks at most US major airports.  A few taps of the keyboard and you will be issued with a slip which you hand in to a separate immigration desk, and you are on your way.  The system keeps getting easier, which means the need for Shannon pre-clearance keeps reducing.  (You can also use the kiosks if your fingerprints are not on file, but you will still have to go to a separate desk afterwards for scanning.)

Problem 7:  Crossrail

OK, I admit that the continual delays to Crossrail mean that this point is less relevant than it would have been a year ago. However, once Crossrail opens you will be able to travel directly from Canary Wharf to Heathrow. With the benefits of First Wing check-in, decent lounges, better retail, a far wider selection of departure times and – soon – Club Suite (or the new Virgin Atlantic Upper Class Suite), heading to London City for a second rate experience on BA1 will no longer make sense.

Problem 8:  The loss of First Class tier points

For almost a decade, British Airways tried to bribe passengers to fly BA1 with the offer of First Class tier points. Instead of 280 tier points for a return trip, you would receive 420. This made BA1 particularly popular with people chasing status.  This benefit was removed in the last BAEC reshuffle.

Aer Lingus Business Class

Problem 9:  The growth of Aer Lingus

Even if you are a fan of departing from London City and completing US immigration in Ireland, you can’t deny that there is a better way of doing it – flying Aer Lingus.  There are regular services from London City to Ireland, and from there you can connect to a New York flight.  Aer Lingus has an excellent business class seat and service – see our review here and the photo above.

The only downside is the lack of British Airways Executive Club tier points – although you will earn Avios, just not tier points – and the possibility of a missed connection due to delays in London.  Because BA1 uses the same aircraft on both legs, you won’t miss your onward flight however late it leaves City.

Even the tier point problem with Aer Lingus should go away soon, because the airline has applied to join the transatlantic joint venture with BA, American, Finnair and Iberia.  If this is approved by the authorities, Aer Lingus flights to the US will earn tier points.

It isn’t all bad news, of course

BA1 still offers a fairly early arrival into New York compared with many of the Heathrow and Gatwick services.

There is also something very pleasant about travelling on a 32-seat aircraft even if you have to share a seat pair with a stranger.

Clearing immigration at Shannon is also a good experience for anyone who is used to your average US airport – yesterday I walked straight up to an agent (no queue, Shannon has a dedicated business class lane) who was substantially more cheerful than your average US immigration official and I was through in literally seconds.

My full review tomorrow will look at BA1 in detail.  In the meantime, you can find out more on here.  My gut feeling, however, is that if you want to fly it, I would try to do it sooner rather than later, because it may not be around for long.


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Comments (134)

This article is closed to new comments. Feel free to ask your question in the HfP forums.

  • Jason says:

    Great article Rob. It’s been a few years since I flew BA1 as well, I’ve found myself choosing Heathrow of late, even though I’m closer to City airport. Here’s your number 10: Arrival lounge facilities at the Radisson “enhanced”.

  • David says:

    Number 11 -getting rid of 1 of the A318s so there’s no possible backup if the plane goes tech

    • Frenzie says:

      There is. And it happens sometimes.
      People are rebooked to an LHR service.

  • BJ says:

    Always felt that long haul flights on single aisle narrow body aircraft was a no no so that rules it out for me before we even get to the other problems.

    • Shoestring says:

      This isn’t really LH though, is it? It’s Middle Haul. Not too much worse than flying to Istanbul.

      • BJ says:

        Not sure but I thought flights over 5h were considered long haul? Personally I’ve always felt ok in an economy seat for up to 7/8h but beyond that feeling of discomfort increases rapidly. Always felt more comfortable in large wide body aircraft too regardless of distance flown or class of travel.

        • Doug M says:

          I think in terms of how you feel the B787 and A350 have really been game changers. I love upstairs on the 747, but the reduction in jet lag and that urrrggh feeling from the two newer planes is really marked.
          Having said that I’d never sit in economy on a B787, the whole pack them in mentality means it’s a no no for me.

      • Lady London says:

        Some people used not to be comfortable with only 2 engines across the Atlantic though.

        • Nick_C says:

          Including Boeing and the FAA at one time! I remember when ETOPS first allowed twin engine pages to fly transatlantic, Virgin Atlantic ran an advertising campaign boasting that all their planes had four engines.

    • Nick_C says:

      What’s wrong with long haul on a narrow body?

      As Doug M points out, upstairs on a 747 is very popular. And it’s basically a narrow body experience on a wide body plane.

      With planes like the A321XLR, we could be seeing a return to long haul single aisle flights.

      With a comfortable seat, what’s the problem?

      • BJ says:

        I liked upstairs and the nose of a 747, small cabins but I knew I was on a large aircraft so it was fine. Just don’t like the feeling of being on small aircraft for many hours, didn’t like transcontinental flights in North America on a320s or 737s.

      • Rob says:

        Aer Lingus has just bought 14 narrow body planes to fly to the US!

        • BJ says:

          Yes, not unusual at all, and will become increasingly common with a320nXLR. I imagine it will be good for the regions where widebody aircraft can be more difficult to fill.

          • Rob says:

            And IAG has just bought a pile of these for Iberia too, announced today.

    • ADS says:

      when i flew BA2 (on points) the cabin crew stomped up and down the aisle during the night … which made the seats move … which stopped me sleeping. less likely to be a problem on a widebody.

      never again.

      • Nick_C says:

        I’ve had the same problem in J on AA’s 77W. Think it’s down to the crew, not the aircraft.

  • xmenlongshot says:

    I love these types of articles, thanks.

    Off topic but LCY related, was looking at the BA coded Logan Air flight to Isle of Man, this appears to accrue tier points whereas one of your previous articles which comes up as the first search result in Google mentions that direct connections don’t. Might be worth an update although you might have already done one that I’ve missed.

    • Alex Sm says:

      +1 to those who like “this type of articles” because these have some value and are interesting to read unlike the points articles which become more and more pointless…

  • Shoestring says:

    Is there any ‘Kai Tak’ factor when you come in to land?

    • flyforfun says:

      No. Well, not yet anyway. With the unchecked construction of ludicrously tall buildings at Canary Wharf and the start of more modestly heighted buildings due to air traffic concerns around Newham, one day I’m sure it will be.

    • Rob says:

      It is about as near as you can get in 2019, but you cannot see into the windows of the skyscrapers because you are lower than they are, which was the best bit about Kai Tak.

      • Stu N says:

        If you ever get an approach from the east into City it’s pretty cool. The routing from the north usually takes you in over Dartford, north Kent and South London with a 180 degree turn over Waterloo. Sit on the right (C/D) and you are pretty close to the Shard and Canary Wharf as you fly in.

  • Will says:

    Who’da thought there might be a problem 10 (promoted to Problem 1): what an inefficient way of flying premium pax especially if your report low load numbers. I would have thought BA should be increasingly concerned about its reputation for this.

    This isn’t a Greenpeace blog and no one reading this is going to win awards for low carbon footprints but bit disappointed it isn’t mentioned.

    • Chris L says:

      I’m not sure I fully go along with this – I was on a BA flight back from Calgary to Heathrow last month. Club World was fairly full (barring a couple of spare seats) but there were probably only about 20 passengers in economy. Might have been more efficient to operate this particular flight with a smaller, more premium-heavy configuration.

      • guesswho2000 says:

        Agreed, I’ve been on some very empty widebody planes on mid-haul flights, particularly around South America, and whilst I much prefer being on a widebody, they could probably have used a 737…

      • ChrisBCN says:

        It’s really not as simple as that though. What if the outbound was full and required a big plane? You can’t suddenly shrink it for the return journey.
        What if there was so much cargo it needed a bigger plane?
        Where is the smaller plane going to come from, do you expect there to be more spare planes lying around than are normally needed so that you can swap out bigger planes for smaller ones at will?
        What if the plane had been near fully booked but a coach trip got delayed on the way to the airport?
        Plus probably other things too…

      • Will Avery says:

        That doesn’t really address the point. Of course in that circumstance you make a valid point but BA wouldn’t be in business if that’s the norm. And really that aircraft would be better served on a high density route elsewhere. Since you can’t retrofit that aircraft and it is not always full, even at low density, that strikes me as environmentally poor and should be scrapped. I’d love to see the numbers on CO2 emissions as a result of those passengers being displaced onto other flights but suspect not readily available.

        • Chris L says:

          I think the problem is that there are so many factors at play when we talk about environmental impacts and CO2 emissions. British Airways are criticised for operating older 747-400 aircraft, but what about the carbon footprint of manufacturing new aircraft, which is considerable?

          I guess the point I’m making is that an all-business-class flight isn’t automatically inefficient. Though it probably is inefficient if it’s rarely full! But then how do you compare the environmental impact of operating smaller aircraft versus the impact of passengers making longer journeys to larger hub airports? Twin-engine is the future and both Airbus and Boeing are announcing smaller long-range aircraft to service ‘point-to-point’ destinations because passengers prefer to fly direct.

          The problem with large aircraft like the A380 is that they are very efficient when full, but incredibly inefficient when they are not. I think the industry needs to become a bit more agile when it comes to swapping configurations and altering cabin layouts.

        • will says:

          So the A318 looks about 7 pax-km/l on that chart.
          If it were all economy at 132 seats assuming same total fuel burn it would be roughty 30 pax-km/l so a little below the average but not a huge amount.

          757-300 does very well for a near 40 year old design!

  • BA-flyer says:

    Reason 10 – the city airport branch of the DLR is stretched to breaking point at peak times. And Crossrail won’t be stopping at the airport, making LHR more attractive.

    • flyforfun says:

      The Elizabeth line will be stopping at Customs House and undoubtedly you’ll see free shuttle buses put on by LCY until London Transport catches up and puts a bus on that you’ll need to pay for and fight with people with prams to get luggage space. There is no regular bus route going down that way currently.

    • Lady London says:

      Good one, BA-flyer.

      Horrendous experiences with the DLR is one reason I began to block out any idea of using LCY. That and the complete lack of provision for seating (their original excuse was thé airport was small, yet so quick to transit through. Haha given current passenger numbers there And LCY’s planned expansion)

    • ChrisC says:

      Every now and then LCY management demand a cross rail stop for LCY.

      Due to the Connaught Tunnel it’s not possible to have a station on site but Silvertown station is fairly close by and there is passive provision for a station to be (re)built there. But there are issues with running shuttle buses in the residential streets in the area. And an extra stop on the cross rail route adds a minute to the journey time.

      LCY used to regularly offer £50m to help fund a station (but the new LCY Chief Exec is apparently cool on it saying it’s not a priority) Every time they offer it TFL reiterate that time and again they (TFL) have asked LCY to prepare a feasibility study / business case for an actual station yet LCY never come up with the goods.

      • Lady London says:

        If they don’t offer a Crossrail stop at LCY and just do some pathetic bus, then LCY will just become another Luton. At some point they’ll probably transer it to those marshes East of London everyone keeps talking about for a new airport.

  • Chris L says:

    I reckon Crossrail will be the final nail in the coffin. The journey from Canary Wharf to Heathrow will be less than an hour, likely close to 40 minutes.

    • Lady London says:


      Bearing in mind that the exciting elite parts of the finance industry have tended not to be in thé City or Canary Wharf, but in places like St. James’s, SW1which are within easy reach of Heathrow, for well over 20 years now. Big dealing floors (aka factories) is strength of Canary Wharf as there is espace for them and for a clean setup.

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