Norwegian-2
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Norwegian are expanding winter 18/19 service by adding extra frequencies on the following routes:
Dublin - Newburgh from 6 to 14 weekly
Dublin - Providence from 3 to 7 weekly
Edinburgh - Newburgh from 3 to 7 weekly
Shannon - Newburgh from 3 to 7 weekly
Information was found on routes online news
Dublin - Newburgh from 6 to 14 weekly
Dublin - Providence from 3 to 7 weekly
Edinburgh - Newburgh from 3 to 7 weekly
Shannon - Newburgh from 3 to 7 weekly
Information was found on routes online news
Last edited by Plane mad 134; 18th Apr 2018 at 16:19. Reason: Spelling mistake
Norwegian are expanding winter 18/19 service by adding extra frequencies on the following routes:
Dublin - Newburgh from 6 to 14 weekly
Dublin - Providence from 3 to 7 weekly
Edinburgh - Newburgh from 3 to 7 weekly
Shannon - Newburgh from 3 to 7 weekly
Information was found on routes online news
Dublin - Newburgh from 6 to 14 weekly
Dublin - Providence from 3 to 7 weekly
Edinburgh - Newburgh from 3 to 7 weekly
Shannon - Newburgh from 3 to 7 weekly
Information was found on routes online news
Join Date: Feb 2018
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Wasn't that though British Airways? IAG bought Vueling and didn't shut them down as well as Aer Lingus. I don't think IAG will shut Norwegian down, trim their ops yes and make changes but the Norwegian brand will
stay.
stay.
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BA has not bought a stake in Norwegian, “Brand Agnostic” IAG has.
If you look at Aer Lingus it has expanded with quite a lot of autonomy under IAG. It has kept partnerships with United and JetBlue and still hasn’t joined Oneworld or the AA/BA TATL JV.
An airline with a strong brand, particularly in regions where other IAG airlines are weak, is exactly what IAG wants and there’s
no way they would just kill it.
IAG’s modus operandi is quite transparent and they certainly don’t make life easy for BA.
If you look at Aer Lingus it has expanded with quite a lot of autonomy under IAG. It has kept partnerships with United and JetBlue and still hasn’t joined Oneworld or the AA/BA TATL JV.
An airline with a strong brand, particularly in regions where other IAG airlines are weak, is exactly what IAG wants and there’s
no way they would just kill it.
IAG’s modus operandi is quite transparent and they certainly don’t make life easy for BA.
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https://www.bizjournals.com/seattle/...-aviation.html
IAG may just wait it out....
Actually they might.
What they may need to do is partially consolidate.
You didn't need both Opens Skies and Level, do you need Norwegian long haul out of Gatwick to JFK and LAX as well as SNN to PVD with Norwegian International? You need to avoid your subsidiaries undermining each other in key markets. Much of D8 is LGW which arguably is a better fit for an expanded BA otherwise you are still competing with yourself.
In long haul, non London 787 ops and Level would make sense to come together, would the brand be Norwegian? Possibly.
I never understood why Iberia Express wasn't the basis for Level, why they needed a fourth Spanish AOC......it's already becoming a bit of a mess. Remember IB/BA/EI are all former nationalised flag carriers with home brand advantage, that's core IAG. I2 and VY are IMHO a duplication as to some degree is D8 in Spain. At some point, and at some point soon, this gets top heavy if you're not careful, but the IAG track record thus far has been impressive if you discount Accenture Alex (my opinion).
IAG may just wait it out....
An airline with a strong brand, particularly in regions where other IAG airlines are weak, is exactly what IAG wants and there’s no way they would just kill it.
What they may need to do is partially consolidate.
You didn't need both Opens Skies and Level, do you need Norwegian long haul out of Gatwick to JFK and LAX as well as SNN to PVD with Norwegian International? You need to avoid your subsidiaries undermining each other in key markets. Much of D8 is LGW which arguably is a better fit for an expanded BA otherwise you are still competing with yourself.
In long haul, non London 787 ops and Level would make sense to come together, would the brand be Norwegian? Possibly.
I never understood why Iberia Express wasn't the basis for Level, why they needed a fourth Spanish AOC......it's already becoming a bit of a mess. Remember IB/BA/EI are all former nationalised flag carriers with home brand advantage, that's core IAG. I2 and VY are IMHO a duplication as to some degree is D8 in Spain. At some point, and at some point soon, this gets top heavy if you're not careful, but the IAG track record thus far has been impressive if you discount Accenture Alex (my opinion).
Last edited by Skipness One Echo; 19th Apr 2018 at 08:46.
The Autoritat Catalana de la Competencia (ACCO) says that a preliminary analysis shows that in the event of IAG acquiring control of the Oslo-based carrier there would be a "significant reduction" in competition due to the overlap in the two companies' route networks.
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Think they try their best with what they have got, lower yielding cohort, smaller connections, high low-cost competition... but an enlarging presence of late, commitment to long haul albeit leisure orientated and a little erratic, significant investment eg lounges etc.. I think 'hate' is a little harsh.
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BA are the biggest they’ve been at Gatters in about 15 years, and oddly enough the hard product in the LGW A320 series will be better than than the shiny new NEOs at LHR.....
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Norwegian Oil fund is worth 40% (and that was 6 months ago) of the size of whole UK economy.
Norway is allowed take $3 Billion a year from that as cash.
Norway is allowed take $3 Billion a year from that as cash.
I don't see Norwegian offering anything to IAG as a brand.
(1) boost its long haul no-frills operations at a LGW base;
(2) boost its short haul no-frills operations and create an LGW-based equivelant of VY;
(3) acquire some LGW slots;
(4) obtain a bigger slice of the TATL pie;
(5) take on U2 on LGW shorthaul.
Quote:
EU state aid rules still apply.
Do EU state aid rules apply in Norway?
EU state aid rules still apply.
Do EU state aid rules apply in Norway?
As far as I am aware yes, they are not in the EU as such but have to abide by EU rules but have no say regarding laws, free movement etc. There are also in Schenghen.
The UK is headed in exactly the same direction if the never-ending "transition" period is enacted.
No Tango you kill them off and then put your prices up! You might not remember Laker, peoplExpess, etc.
That apart, all LGW-based UK carriers failed sooner or later (Brtish United, Caledonian, etc.) because of the lack of premium pax and the lack of a hub/available connections at LGW. VS survived because it shifted accross to LHR in the 1990s.
That was then, times have changed.
Acquiring DY/D8 would give IAG access to both the legacy and no-frills sectors. Clearly the acqisition of VY and the creation of Level shows that IAG has an interest in this sector and at having a bite of the Gatwick no-frills cake.
Wasn't that though British Airways? IAG bought Vueling and didn't shut them down as well as Aer Lingus. I don't think IAG will shut Norwegian down, trim their ops yes and make changes but the Norwegian brand will
stay.
stay.
BA hate Gatwick
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I don't see Norwegian offering anything to IAG as a brand.
On long-haul IAG can simply close Level and allow Norwegian to continue growing their point-to-point routes across Europe. BA could reduce their LH presence at LGW, probably just keeping the Caribbean network which fits well with BA Holidays. As a group, IAG would have LHR/MAD/DUB as their hubs focusing on business travel and connections, then Norwegian focusing more on point-to-point leisure. Each airline gets to focus on what it does best without having to try and compete with each other.
Short-haul is more of a problem. I guess Norwegian could take over some of BA routes at LGW but there is still going to be significant overlap. IAG would presumably prefer a single LCC. In terms of brand awareness, Norwegian is much better known outside of Spain and even within Spain the Vueling brand has taken a bit of a hit in recent years. There's a good argument for merging Vueling into Norwegian. TO effectively close down Vueling would be a big step for IAG though and it seems unlikely.
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I think you will find that if IAG buy Norwegian BA will expand further at Gatwick. IAG are fairly consistent that London is BA be it LHR, LGW, LCY. I can see Norwegian/Level being responsible for low cost long haul elsewhere in Europe apart from Dublin and Madrid. Norwegian short haul will probably stay as it is apart from Sun routes to Europe from Gatwick. Other minor subsidiaries will be shut. IAG will then have companies serving all markets in a fairly simple and cost effective structure.
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Used them on a Gatwick to JFK recently. Was supposed to be the Dreamliner both legs.
Outbound to JFK was almost 5 hours delayed. They rocked up in a clapped out A340. Business class was a disaster. They used HiFly to infill. Christ!
Inbound from JFK they again used HiFly. This time they rocked up with A330. That went tech due to avionics gremlins in flight deck. They cancelled the flight.
No direct Gatwick inbound seats available with them for 2 days. Only way back to Gatwick on sane departure date was fly to Oslo then backtrack to Gatwick.
On the upside the JFK to Oslo was Norwegian and on a Dreamliner. Transferred to B737 Oslo to Gatwick.
Norwegian need to dump HiFly. Totally sh1t setup. Aircraft were dated and nothing really worked in business class. Toilets were disgusting. In flight was poor.
Based on that 1st time experience I won't use Norwegian again. Neither will the other 4 business colleagues in my company. Complete amateur's trying to run transatlantic services. Never again. Steer clear of them. Use Virgin or BA.
Outbound to JFK was almost 5 hours delayed. They rocked up in a clapped out A340. Business class was a disaster. They used HiFly to infill. Christ!
Inbound from JFK they again used HiFly. This time they rocked up with A330. That went tech due to avionics gremlins in flight deck. They cancelled the flight.
No direct Gatwick inbound seats available with them for 2 days. Only way back to Gatwick on sane departure date was fly to Oslo then backtrack to Gatwick.
On the upside the JFK to Oslo was Norwegian and on a Dreamliner. Transferred to B737 Oslo to Gatwick.
Norwegian need to dump HiFly. Totally sh1t setup. Aircraft were dated and nothing really worked in business class. Toilets were disgusting. In flight was poor.
Based on that 1st time experience I won't use Norwegian again. Neither will the other 4 business colleagues in my company. Complete amateur's trying to run transatlantic services. Never again. Steer clear of them. Use Virgin or BA.
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With regards to the last comment, the use of Hi-Fly is to do with the engine issues with the Dreamliner - the same issues Virgin (and many other airlines) have had which caused them to bring A340’s out of retirement to cover!
Unfortunately Norwegian do not have that luxury and therefore do whatever else they can to ensure they aren’t cancelling your flight!
Regardless of who you fly with, tech issues happen to everyone. Some may be better prepared but they are also a lot more experienced with Long Haul Ops!
Unfortunately Norwegian do not have that luxury and therefore do whatever else they can to ensure they aren’t cancelling your flight!
Regardless of who you fly with, tech issues happen to everyone. Some may be better prepared but they are also a lot more experienced with Long Haul Ops!
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mik3bravo
Using the same thought process, if you had a bad experience in a hospital would you refuse to use it again if you fell ill? Sadly it is possible to have a bad experience in just about every walk in life, but maybe not the best decision to say never going there again. You will quickly run out of options. I have had flights cancelled by BA with not a care to the disruption caused.
Using the same thought process, if you had a bad experience in a hospital would you refuse to use it again if you fell ill? Sadly it is possible to have a bad experience in just about every walk in life, but maybe not the best decision to say never going there again. You will quickly run out of options. I have had flights cancelled by BA with not a care to the disruption caused.