NEWCASTLE - 8
Join Date: Jul 2005
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Statistics.
Airports own figures for July suggest a 5.6% ish increase in total passenger numbers.
Thats 30,112 extra passengers.
Scheduled international up by 37,070
IT down by 592
Domestic down by 5,672
Others
Airports own figures for July suggest a 5.6% ish increase in total passenger numbers.
Thats 30,112 extra passengers.
Scheduled international up by 37,070
IT down by 592
Domestic down by 5,672
Others
Join Date: Oct 2004
Location: Newcastle
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Starting to look better.
Last day for New York today.
wondering if New York was a bad choice for the first link to the USA.
Would it have made any difference if we had a link to a different hub say Boston or Washington or Atlanta even.
Do the others have a better connections or through border control any quicker?
Last day for New York today.
wondering if New York was a bad choice for the first link to the USA.
Would it have made any difference if we had a link to a different hub say Boston or Washington or Atlanta even.
Do the others have a better connections or through border control any quicker?
Join Date: Feb 2004
Location: London
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I have to agree with you Graham, it was use it or lose it this year. I think, maybe a two class....business and economy layout aircraft could maybe work. I noticed that business did quite well occupancy wise but premium had largely a dire takeup.
Join Date: Feb 2005
Location: NE ENGLAND
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Well presumably the last UA has now gone, so what lies in store for 2017 onward re North American traffic?, the attention has been on NY but we have lost a lot of connectivity (albeit seasonal) to YYZ, & ORL traffic has been as up & down as the rides at Disney.
I was one of those sceptics that NCL would never get a NYC service & to be fair well done to everyone involved in the two season attempt.
However, though disappointed, I am not at all surprised that it did not succeed, as to many it was only looked upon a another summer holiday destination.
Even then it lacked edge in marketing with endless opportunity for endpoint sale. Las Vegas being a prime example, can't remember seeing seeing any strap line such as "Fly UA direct to Vegas from NCL" with the as ever, omission of the words "non stop".
Taking this from the other side then it was not supported in sufficient no.'s by the business community & hence lower yields, & to be honest there is not much that could be done to address this when choice of routes to US involving a single stop, whether it be in Europe or the US is vast.
Also timings & choice of aircraft limited, old 757's I assume are losing appeal to many.
Finally you have the issue that the service was only ever seasonal, not daily and loyalty programs of the competition.
On another tack there has been much attention to EDI & it's US connections & the undisputed number of US tourists taking in it's attractions. How many came via NCL ? If as I suspect not many then is this also down to UA marketing.
Perhaps this is simply a culture thing, I grow tired in speaking to US citizens who see themselves as having "done Europe" by visiting 5 or 6 capital cities, & with UK then a departure out of London as an adventure & a trip further afield to Bath or perhaps even York as akin to a major expedition, & who typically have no recollection of points in between.
Perhaps NCL should adopt the well worn RYR marketing campaign & adopt name "Edinburgh South"!
whats a 100 miles or so ?...unfortunately quite a lot !
I was one of those sceptics that NCL would never get a NYC service & to be fair well done to everyone involved in the two season attempt.
However, though disappointed, I am not at all surprised that it did not succeed, as to many it was only looked upon a another summer holiday destination.
Even then it lacked edge in marketing with endless opportunity for endpoint sale. Las Vegas being a prime example, can't remember seeing seeing any strap line such as "Fly UA direct to Vegas from NCL" with the as ever, omission of the words "non stop".
Taking this from the other side then it was not supported in sufficient no.'s by the business community & hence lower yields, & to be honest there is not much that could be done to address this when choice of routes to US involving a single stop, whether it be in Europe or the US is vast.
Also timings & choice of aircraft limited, old 757's I assume are losing appeal to many.
Finally you have the issue that the service was only ever seasonal, not daily and loyalty programs of the competition.
On another tack there has been much attention to EDI & it's US connections & the undisputed number of US tourists taking in it's attractions. How many came via NCL ? If as I suspect not many then is this also down to UA marketing.
Perhaps this is simply a culture thing, I grow tired in speaking to US citizens who see themselves as having "done Europe" by visiting 5 or 6 capital cities, & with UK then a departure out of London as an adventure & a trip further afield to Bath or perhaps even York as akin to a major expedition, & who typically have no recollection of points in between.
Perhaps NCL should adopt the well worn RYR marketing campaign & adopt name "Edinburgh South"!
whats a 100 miles or so ?...unfortunately quite a lot !
Join Date: Oct 2004
Location: Newcastle
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Totally agree with some of the points skyman made there.
Mainly seasonal route but needs business support and as you said loyalty schemes.
Hard to get people to transfer over for a few months.
Maybe if we had a different airline say Delta as they are part of the KLM/AF codeshare group could a seasonal service had worked with them as the business pax fly direct
Again it would be interesting to see how many of the monthly passengers then went onwards to somewhere else it's a shame that these figures we never find out
Mainly seasonal route but needs business support and as you said loyalty schemes.
Hard to get people to transfer over for a few months.
Maybe if we had a different airline say Delta as they are part of the KLM/AF codeshare group could a seasonal service had worked with them as the business pax fly direct
Again it would be interesting to see how many of the monthly passengers then went onwards to somewhere else it's a shame that these figures we never find out
Join Date: Aug 2013
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Lots of valid sensible points regarding NY. In the end just cheaper alternatives were available and people didnt mind the NCL-LHR-NY or NCL-AMS-NY options. IMO EWR direct is only viable from Newcastle in the winter season as a charter its just a shame Jet2 dont do a more regular winter service because i think they would do really well on it just as the 5 shopping trips prove.
Join Date: Feb 2005
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Personally I don't think that "5 shopping trips" prove much at all.
What conclusions can be drawn ?..possibly that at the right price you can pack pax into "3-3" with 29 inch seat pitch & poor if any IFE. But then this is what they & other airlines have been doing for years on the TFS run & NYC probably + 2 hours flying time out & a bit less back.
Now there is only a certain limited specialist market for these pax & I expect they are particularly price sensitive so very high LF's would have been sought. But then again were these not actually flights, but "all -in mini breaks", which having regards to the UA offering render them irrelevant in any event.
Whilst on with UA pricing then a recent example of a colleague who was is the North East & had need of a one way flight to Florida. UA quoted him c. £4k NCL-Florida one way business class, he was about to confirm this, when it was brought to his attention by a 3rd party that UA offering the same journey but on a "round trip basis" for £2.2k. Guess who was a "no show" for the return leg.......
Unsure what this says but you can see where UA sought their revenue & not in packing them in cheap & cheerful in "Y".
What conclusions can be drawn ?..possibly that at the right price you can pack pax into "3-3" with 29 inch seat pitch & poor if any IFE. But then this is what they & other airlines have been doing for years on the TFS run & NYC probably + 2 hours flying time out & a bit less back.
Now there is only a certain limited specialist market for these pax & I expect they are particularly price sensitive so very high LF's would have been sought. But then again were these not actually flights, but "all -in mini breaks", which having regards to the UA offering render them irrelevant in any event.
Whilst on with UA pricing then a recent example of a colleague who was is the North East & had need of a one way flight to Florida. UA quoted him c. £4k NCL-Florida one way business class, he was about to confirm this, when it was brought to his attention by a 3rd party that UA offering the same journey but on a "round trip basis" for £2.2k. Guess who was a "no show" for the return leg.......
Unsure what this says but you can see where UA sought their revenue & not in packing them in cheap & cheerful in "Y".
Join Date: Jun 2015
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One thing I'm quite confident on is the aircraft choice was not a factor in 99.999% of passenger bookings. Without starting yet another 757 TATL debate, the aircraft provided seats, with TVs and food attached to them and all of those seats went non stop Newcastle to New York. Nobody cares. A plane really is a plane particularly when we are talking a relatively short flight. I can imagine the amount of people who choose not to fly the route because it was a 757 could be counted on one hand. Anyway they best get used to narrow body TATL with the 321NEO and the 737MAX only going to make it more common.
A lot is made on here regarding the pricing. However I must say that the fares down the back were in line with expectations as to what should be charged for a peak time fare and the Atlantic.
Airlines have been charging more for one ways than they have for return flights for decades. It was only a year or so that KLM started offering discounted one ways. Before that a single was twice the price of a return fare. BA domestics were the same years ago.
It was a use it or loose it. Nobody used it and now NCL has lost it. I don't think the 787 or the new UA Polaris product would have saved it. Yes there were cheaper one stop alternatives but the direct flight factor should mean better yields were chargeable.
A lot is made on here regarding the pricing. However I must say that the fares down the back were in line with expectations as to what should be charged for a peak time fare and the Atlantic.
Airlines have been charging more for one ways than they have for return flights for decades. It was only a year or so that KLM started offering discounted one ways. Before that a single was twice the price of a return fare. BA domestics were the same years ago.
It was a use it or loose it. Nobody used it and now NCL has lost it. I don't think the 787 or the new UA Polaris product would have saved it. Yes there were cheaper one stop alternatives but the direct flight factor should mean better yields were chargeable.
Join Date: Aug 2013
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http://www.chroniclelive.co.uk/news/...astle-11856208
Yesterdays TOM to ZTH diverted to ATH due to electrical storms over Zakynthos
One passenger described it as "Hell" Im sure some people would rather have an accident than be safe , I remember when a BY757 skidded off the runway at GRO all those years back.
Yesterdays TOM to ZTH diverted to ATH due to electrical storms over Zakynthos
One passenger described it as "Hell" Im sure some people would rather have an accident than be safe , I remember when a BY757 skidded off the runway at GRO all those years back.
Join Date: Oct 2004
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Just saw that American Airlines are pulling the BHX-JFK from next year.
I'm sure that route started the same time as our seasonal flight.
If all of this is being blamed on the price of the pound I expect to see more flights being lost around the UK
I'm sure that route started the same time as our seasonal flight.
If all of this is being blamed on the price of the pound I expect to see more flights being lost around the UK
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An interesting article on anna.aero looking at Newcastle Airport, comparing seats in November this year with November last year.
One interesting point was that Thomas Cook Airlines seat capacity appears to be down by 31.5%. I realise that it is coming from a fairly low number, but is this all down to the loss of Egypt flights ? (I assume there were a few departures last year before the suspension came into place ?) It seems a fair few less flights in November this year (a loss of over 2,000 departing seats over the month is what the article appears to suggest)
One interesting point was that Thomas Cook Airlines seat capacity appears to be down by 31.5%. I realise that it is coming from a fairly low number, but is this all down to the loss of Egypt flights ? (I assume there were a few departures last year before the suspension came into place ?) It seems a fair few less flights in November this year (a loss of over 2,000 departing seats over the month is what the article appears to suggest)