Bill Hough
2006-04-25 20:27:17 UTC
----------------------------------------------------------------------
This article was sent to you by someone who found it on SFGate.
The original article can be found on SFGate.com here:
http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2006/04/25/MNG1IIEHVI1.DTL
---------------------------------------------------------------------
Tuesday, April 25, 2006 (SF Chronicle)
Big shoehorn in the sky/Airlines always looking for ways to cram more people into coach
Christopher Elliott, New York Times
The airlines have come up with a new answer to an old question: How many
passengers can be squeezed into economy class?
A lot more, it turns out, especially if an idea still in the early stage
should catch on: standing-room-only "seats."
Airbus has been quietly pitching the standing-room-only option to Asian
carriers, though none has agreed to it yet. Passengers in the standing
section would be propped against a padded backboard, held in place with a
harness, according to experts who have seen a proposal.
But even short of that option, carriers have been slipping another row or
two of seats into coach by exploiting stronger, lighter materials
developed by seat manufacturers that allow for slimmer seatbacks. The
thinner seats theoretically could be used to give passengers more legroom
but, in practice, the airlines have been keeping the amount of space
between rows the same to accommodate additional rows.
The result is an additional six seats on a typical Boeing 737 for a total
of 156, and as many as 12 new seats on a Boeing 757 for a total of 200.
That such things are even being considered is a result of several factors.
High fuel costs, for example, are making it difficult for carriers to turn
a profit. The new seat technology alone, when used to add more places for
passengers, can add millions in additional annual revenue. The new designs
also reduce a seat's weight by up to 15 pounds, helping to hold down fuel
consumption. A typical seat in economy class now weighs 74 to 82 pounds.
"There is clearly pressure on carriers to make the total passenger count
as efficient as possible," said Howard Guy, a director for Design Q, a
seating design consultant in England. "After all, the fewer seats that are
put on board, the more expensive the seat price becomes. It's basic math."
Even as the airlines are trimming the size of the seatbacks in coach, they
are installing seats as thick and heavy as ever in first and business
class -- and going to great lengths to promote them. That is because each
passenger in such a seat can generate several times the revenue of a coach
traveler.
At the front of the cabin, the emphasis is on comfort and amenities like
sophisticated entertainment systems. Some of the new seats even feature
in-seat electronic massagers. And, of course, the airlines have installed
lie-flat seats for their premium passengers on international routes.
Seating specialists say that all the publicity airlines devote to their
premium seats diverts attention from what is happening in the back of the
plane. In the main cabin, they say, manufacturers are under intense
pressure to create more efficient seats.
"We make the seats thinner," said Alexander Pozzi, the director for
research and development at Weber Aircraft, a seat manufacturer in
Gainesville, Texas. "The airlines keep pitching them closer and closer
together. We just try to make them as comfortable as we can."
One of the first to use the thinner seats in coach was American Airlines,
which refitted its economy-class section seven years ago with an early
version made by the German manufacturer Recaro.
"Those seats were indeed thinner than the ones they replaced, allowing
more knee and legroom," Tim Smith, a spokesman for American, said.
American actually removed two rows in coach when it installed the new
seats to add about two inches of legroom. It promoted the change with a
campaign called "More Room Throughout Coach."
But two years later, to cut costs, American slid the seats closer together
and ended its "More Room" program without fanfare. When the changes were
completed last year, American said its "density modification program" had
added five more seats to the economy-class section of its MD-80
narrow-body aircraft and brought the total seat count to 120 in the back
of the plane. A document on an internal American Airlines Web site, which
was briefly accessible to the public last week, estimated that the program
would generate an additional $60 million a year for its MD-80 fleet.
United Airlines also has used the earlier-generation thin seats. But it
held open the possibility that once its current seat stock needs to be
replaced, it might try to squeeze in more seats.
Airlines can only do so much with their existing fleets to save space. The
real opportunities, say seat manufacturers and design experts, are with
the new generation of aircraft that are coming soon.
"People hear about these new planes, and they have bowling alleys and
barber shops," Michael Baughan, the president and chief operating officer
of B/E Aerospace, a manufacturer of aircraft cabin interiors in
Wellington, Fla., said with a bit of exaggeration. "But that's not how
planes are delivered. On a real airline, with real routes, you have to be
economically viable." ----------------------------------------------------------------------
Copyright 2006 SF Chronicle
This article was sent to you by someone who found it on SFGate.
The original article can be found on SFGate.com here:
http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2006/04/25/MNG1IIEHVI1.DTL
---------------------------------------------------------------------
Tuesday, April 25, 2006 (SF Chronicle)
Big shoehorn in the sky/Airlines always looking for ways to cram more people into coach
Christopher Elliott, New York Times
The airlines have come up with a new answer to an old question: How many
passengers can be squeezed into economy class?
A lot more, it turns out, especially if an idea still in the early stage
should catch on: standing-room-only "seats."
Airbus has been quietly pitching the standing-room-only option to Asian
carriers, though none has agreed to it yet. Passengers in the standing
section would be propped against a padded backboard, held in place with a
harness, according to experts who have seen a proposal.
But even short of that option, carriers have been slipping another row or
two of seats into coach by exploiting stronger, lighter materials
developed by seat manufacturers that allow for slimmer seatbacks. The
thinner seats theoretically could be used to give passengers more legroom
but, in practice, the airlines have been keeping the amount of space
between rows the same to accommodate additional rows.
The result is an additional six seats on a typical Boeing 737 for a total
of 156, and as many as 12 new seats on a Boeing 757 for a total of 200.
That such things are even being considered is a result of several factors.
High fuel costs, for example, are making it difficult for carriers to turn
a profit. The new seat technology alone, when used to add more places for
passengers, can add millions in additional annual revenue. The new designs
also reduce a seat's weight by up to 15 pounds, helping to hold down fuel
consumption. A typical seat in economy class now weighs 74 to 82 pounds.
"There is clearly pressure on carriers to make the total passenger count
as efficient as possible," said Howard Guy, a director for Design Q, a
seating design consultant in England. "After all, the fewer seats that are
put on board, the more expensive the seat price becomes. It's basic math."
Even as the airlines are trimming the size of the seatbacks in coach, they
are installing seats as thick and heavy as ever in first and business
class -- and going to great lengths to promote them. That is because each
passenger in such a seat can generate several times the revenue of a coach
traveler.
At the front of the cabin, the emphasis is on comfort and amenities like
sophisticated entertainment systems. Some of the new seats even feature
in-seat electronic massagers. And, of course, the airlines have installed
lie-flat seats for their premium passengers on international routes.
Seating specialists say that all the publicity airlines devote to their
premium seats diverts attention from what is happening in the back of the
plane. In the main cabin, they say, manufacturers are under intense
pressure to create more efficient seats.
"We make the seats thinner," said Alexander Pozzi, the director for
research and development at Weber Aircraft, a seat manufacturer in
Gainesville, Texas. "The airlines keep pitching them closer and closer
together. We just try to make them as comfortable as we can."
One of the first to use the thinner seats in coach was American Airlines,
which refitted its economy-class section seven years ago with an early
version made by the German manufacturer Recaro.
"Those seats were indeed thinner than the ones they replaced, allowing
more knee and legroom," Tim Smith, a spokesman for American, said.
American actually removed two rows in coach when it installed the new
seats to add about two inches of legroom. It promoted the change with a
campaign called "More Room Throughout Coach."
But two years later, to cut costs, American slid the seats closer together
and ended its "More Room" program without fanfare. When the changes were
completed last year, American said its "density modification program" had
added five more seats to the economy-class section of its MD-80
narrow-body aircraft and brought the total seat count to 120 in the back
of the plane. A document on an internal American Airlines Web site, which
was briefly accessible to the public last week, estimated that the program
would generate an additional $60 million a year for its MD-80 fleet.
United Airlines also has used the earlier-generation thin seats. But it
held open the possibility that once its current seat stock needs to be
replaced, it might try to squeeze in more seats.
Airlines can only do so much with their existing fleets to save space. The
real opportunities, say seat manufacturers and design experts, are with
the new generation of aircraft that are coming soon.
"People hear about these new planes, and they have bowling alleys and
barber shops," Michael Baughan, the president and chief operating officer
of B/E Aerospace, a manufacturer of aircraft cabin interiors in
Wellington, Fla., said with a bit of exaggeration. "But that's not how
planes are delivered. On a real airline, with real routes, you have to be
economically viable." ----------------------------------------------------------------------
Copyright 2006 SF Chronicle