atuk wrote: ↑Wed Jul 03, 2024 7:23 pm
Ok. Japanese owned Nissan of Sunderland are the largest single private sector company in the North East of England. Like many other universities Newcastle has a Chinese student population. Dawson International, whom my late father worked for at Todd and Duncan in Kinross are Chinese owned.
AC to QR daily transfers, SK to AC regular transfers and UA to/from SK as international to international traffic.
1. What students are flying business class?
2. Listing companies you've heard of doesn't make the North East any less deprived. These are still predominantly low paying roles.
You can see here how deprived the North East is
3. EDI again?! Although good to know that on top of all the passengers travelling to and from Glasgow, these transfer passengers are yet more who actually have no interest in going to EDI.
Good socio-demographic info from FlyGLA but let’s just wait and see if FlyDubai take over the DXB-NCL route or not even though it’s of very limited interest to this GLA group. I’d wager nothing changes.
I think we should also be wary of importing rumours from other forums into our group as we have no idea of the provenance of posters or their info and many are just excitable school kids or parochial wind up merchants.
FlyGLA wrote: ↑Tue Jul 02, 2024 2:20 pm
Rumours on Airliners.net that FlyDubai may be set to take-over the NCL-DXB route with a 787. Apparently lack of business class demand is one of the reasons.
The budget product of FlyDubai is probably more suited to the NCL market as it's one of the most deprived corners of the UK.
If it does happen, hopefully GLA can secure their 777 and restore the second daily GLA-DXB.
Biz class is regularly full from NCL. The rumour was started by some fantasizing at Simply Flying
Full doesn't necessarily mean profitable. If there are empty seats, economy will be offered upgrades at check in for a fraction of the price. Not to mention, staff can also travel in business.
I think this is an argument thats not going to be resolved in the terms people are discussing it. Surely the other way to look at it - indeed arguably the litmus test on biz demand on NCL-DXB - is the capacity/frequency and aircraft deployed by EK at NCL - which as we know is a 1x daily, mostly 2 class 77W. If there's overwhelming business demand at the airport and EK biz class is consistently full then.
a) Why do they only operate a 2 class aircraft with no F class?
and
b) Why is it still one daily and not been upgraded to double daily?
Especially when you consider the GLA flight was upgraded to double daily more than a decade ago.
I'm sure the biz loads are perfectly fine at NCL (if they weren't it probably would've been cut a long time ago), but suggestions that it's spilling over or that there's very large biz demand at NCL are probably a bit weak, and don't appear to be particularly supported by the resources that EK deploy on the route.
I think Clive is right - the most likely outcome is that this is speculation and the EK NCL service will stay much the same as it is currently.
To change tack, can I just pick up on this implication we see quite regularly here that Edinburgh is some kind of hub airport with lots of connecting traffic. I don't doubt on most days there isn't a fair smattering of passengers transferring between the kind routes and airlines that are mentioned (and other self transfers) - but that doesn't make it a hub imo, and tbh I find it open to question that this is central to airlines and airport management's thinking at EDI, which is something that also seems to be implied sometimes.
There are plenty proper hub airports spread over Europe - LHR, FRA, AMS, CDG, MUC to name but a few. As we know, these are set up specifically for this purpose, both in terms of airport and terminal logistics , and in terms of the diversity and frequency of routes and aircraft deployed. As such, I don't see that the airlines and alliances need to see or use EDI as a hub and I must say I'm sceptical that the amount of connecting passengers is a large factor in their decision to fly there.
To support this argument we need to see stats showing large amounts of connecting traffic, both at the airport as a whole and on specific routes. We also need to see a number of airlines clearly stating that connecting traffic was a major part of their decision to fly to EDI. Of course I may have simply missed it, but I can't recall seeing either of these things.
To be fair, Iain, we don’t want that kind of in depth info about EGPH in here. That’s for other focus groups - not ours. And yes, it is extremely tiresome to hear about it all the time and how everything is uniquely paved with gold at that facility despite the enforced closure of the EGPH thread.
SeanM on twitter reports Eurowings have announced 2x weekly NCL-BER.
VisitBritain stats show that Newcastle has a fraction of the number of German visitors that Glasgow has, yet NCL now has more German destinations than GLA.
A number of positive announcements, including city routes, at NCL- an airport that is surely a close peer to GLA, albeit serving a city with far less inbound foreign tourism demand.
Although good to know that on top of all the passengers travelling to and from Glasgow, these transfer passengers are yet more who actually have no interest in going to EDI.
