If you look at the EI frequencies on BHX-DUB it's extremely poor that EMA can't sustain a single daily EMA-DUB.
EI was never going to work once a day - the timings were hopeless for connections to the transatlantic services, and it was not going to win a head to head with FR for the point to point traffic. Had EI come in twice daily at times that worked for outbound and inbound from / to the USA, the outcome might have been a bit different. As it happened, what was once floated as a twice daily EI op got split with DSA, and the end result is both services withered.
Passengers? all off to BHX, MAN and LBA.
To an extent, yes. BHX worked out it had capacity for EMA-type business (low-cost and holidays), especially in the off-peak and shoulders. It has gained carriers that at one time might have been expected to go EMA's way, primarily because it could offer deals (discounts etc) that were difficult to match. It could do this because it had a stronger portfolio of established carriers and the newcomers were not, for the most part, treading on existing toes. EMA is in a more difficult position because of the fickleness of its carrier base and their aversion to competition, and the risk they might throw their toys out of the pram and up sticks if their position on routes from EMA was challenged by a newcomer.
EMA made its bed when it originally welcomed the low-cost carriers with open arms, in the process destroying what full-service market there was. It should have fought harder to protect the established carriers / markets on key business routes, while easing the way for new routes to leisure and eastern destinations. Once you destroy connectivity at major hubs such as AMS, the regular business passengers head down the road and most haven't come back.
The end result is that EMA is somewhat at the mercy of its incumbent low-cost carriers and their willingness to expand - or not. A big concern right now must be whether there will be any leakage of Jet2 business to the newly established BHX operation - it has been suggested that some of Jet2's EMA market came up the M42 from the West Midlands, and part of it might choose not to do so in future. If some of that traffic does go, I suspect there could be contraction at EMA after next summer. This winter is going to be challenging anyway with EI gone, Eurowings being summer only and neaerly two months of five-days a week operations.
It will be interesting to see what effect the TNT/FedEx merger and Amazon's developments have on future freight operations at EMA
BHX doesn't really want frequent big freight. It doesn't have the space for it daytime, and it doesn't want the community impact of an intensive overnight operation. But yes, it will be interesting to see if FexEd / TNT consolidate at BHX or EMA, and I suspect both BHX and DSA will continue to chip away at the edges of the ad-hoc market. There is a huge Amazon fulfillment centre opening in Coalville this autumn and EMA could be positioned to capture some of that market should Amazon expand its European air operations, but of course the firm also has a large operation not far from DSA too.