EDINBURGH - 2
Join Date: Jan 2015
Location: Edinburgh
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I suppose it's down to what one wants to believe...
Join Date: Mar 2008
Location: LV
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I didnt think there was any doubt over the definition of routes chosen for Hop! so no surmising or believing about it. You have an alternative theory for lack of mainline large jet high frequency on this moneyspinner?
Join Date: Mar 2006
Location: Oslo, Norway
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EDI passed the 10 millionth rolling year passenger around 13 June 2014, and at the end of November it has had 10,114,118 terminal and transit passengers through EDI's terminals the last 12 months. The passenger growth in 2014 has had two speeds.
Average yearly growth January - June = +5.4%
Average yearly growth July - November = +2.3%
It's always difficult to say something about the future, but this clear change can indicate a lower growth especially since the change has occurred outside the seasonal transitions.
Average yearly growth January - June = +5.4%
Average yearly growth July - November = +2.3%
It's always difficult to say something about the future, but this clear change can indicate a lower growth especially since the change has occurred outside the seasonal transitions.
There are a few commenters who don't like EDI positive comments?
Look at the posts by your critics, in general they are informed and balanced. Yours border on trolling, though your posts on pPrune are toned down from those on the AAUE newsgroup.
Back on topic, Hop is a similar product to Cityjet, just French run, so no massive difference to be honest. The service reduction for summer 2015, from 4 to 3 per day probably reflects the woes of its parent rather than those of EDI.
Join Date: May 2002
Location: SW Scotland
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The service reduction for summer 2015, from 4 to 3 per day probably reflects the woes of its parent rather than those of EDI.
They now have Turkish and Qatar to compete with for transfer passengers heading to Asia, with Etihad to join them next summer. They also have AA/US competing on flights to the USA, as well as increased frequencies and destinations from United.
Join Date: Nov 2004
Location: scotland
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AF Reductions
On the back of the comments about the AF reduction, another thing to remember is that AF and KL are virtually run as the same airline now. Do an average search on either airlines websites and you will get option with both, out though CDG and return via AMS and vice versa.
KL have 5 daily flights to AMS in addition to AF's now three.
KL have 5 daily flights to AMS in addition to AF's now three.
Join Date: May 2000
Location: Livingston and Edinburgh
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7% is pretty impressive, guess the FR Stansted plus Qatar growth are drivers here.
Only concern for EDI in 2015 is the ground infrastructure, especially stand availabilty and security, will they cope?
Anyone know what's gonna happen with Int Arrivals when Etihad appear?
Only concern for EDI in 2015 is the ground infrastructure, especially stand availabilty and security, will they cope?
Anyone know what's gonna happen with Int Arrivals when Etihad appear?
Join Date: Jan 2003
Location: London
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Originally Posted by OntimeexceptACARS
Anyone know what's gonna happen with Int Arrivals when Etihad appear?
I suspect the longer term plan is still to flip the building so that domestic flights operate from the current gate 1-5 area an everything above those gates would be international.
Join Date: Jan 2007
Location: Second star to the right, and straight on 'til morning
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The PCNs of taxiways Lima (31/F/C/X/T) and Mike (37/F/A/W/T) remain an issue for EDI as far as the SE Apron (and therefore "flipping" domestic and international flights) is concerned. These taxiways had a lot of work carried out on them early in 2013 and I'm surprised that this didn't result in the upgrading of their PCNs. Or maybe the PCNs have been increased and the data provided by EDI to NATS is in need of updating? PCNs and stand / airfield layout are available in the textual data and other appropriate links on the NATS website; NATS | AIS - Home
By way of example, assuming that ACN=PCN, taxiway Mike limits a B773ER to a weight of circa 530,000lbs compared to an empty weight of 370,000lbs or more and a MTOW of 775,000lbs according to Boeing's data. See the chart on page 153 of; http://www.boeing.com/assets/pdf/com...777_2lr3er.pdf Even with a 10% ACN>PCN overload, there would still be a significant payload restriction. Granted, the runway at EDI isn't long enough for a B773ER at MTOW but the PCN of Taxiway Mike is currently a limiting factor for regular long-haul ops from the SE apron if the PCN data that EDI has provided to NATS is correct.
There is a plan to extend the apron between stands 14 and 16 and this will presumably provide a taxiway to the SE apron with sufficient PCN for regular long-haul ops at appropriate ACNs. It should also provide further wide-body stands. I haven't heard a timetable for this work and the apron drainage will need to be redesigned (removing the Archimedes pump and complying with environmental regulations) as part of this project.
By way of example, assuming that ACN=PCN, taxiway Mike limits a B773ER to a weight of circa 530,000lbs compared to an empty weight of 370,000lbs or more and a MTOW of 775,000lbs according to Boeing's data. See the chart on page 153 of; http://www.boeing.com/assets/pdf/com...777_2lr3er.pdf Even with a 10% ACN>PCN overload, there would still be a significant payload restriction. Granted, the runway at EDI isn't long enough for a B773ER at MTOW but the PCN of Taxiway Mike is currently a limiting factor for regular long-haul ops from the SE apron if the PCN data that EDI has provided to NATS is correct.
There is a plan to extend the apron between stands 14 and 16 and this will presumably provide a taxiway to the SE apron with sufficient PCN for regular long-haul ops at appropriate ACNs. It should also provide further wide-body stands. I haven't heard a timetable for this work and the apron drainage will need to be redesigned (removing the Archimedes pump and complying with environmental regulations) as part of this project.
Join Date: Aug 2002
Location: London (Babylon-on-Thames)
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EDI is the Heathrow of the North (wait for it) in that BAA (as was) just added bits on willy nilly with no strategic vision. It was all about as little capital investment as possible with the medium term result of having a layout no sane person would ever have proposed from day one. The layout at GLA was much more open to growth, every time I fly through EDI I just wish they'd build a whole new airport at Ingleston and knock them old one down. As I have said before, the South East Pier should have been phase one of a whole new bespoke terminal instead of a tacked on metal pier.
There are drawbacks to having no taxpayer stake in such strategic infrastructure as private sector only ownership is wholly profit driven and focussed wholly short to medium term planning with no long term view.
There are drawbacks to having no taxpayer stake in such strategic infrastructure as private sector only ownership is wholly profit driven and focussed wholly short to medium term planning with no long term view.