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Post by phil82 on Nov 15, 2014 15:29:02 GMT 12
Errol and Bruce, you chaps work for the railways. Why can they not stick one or two passenger carriages on every one of the many freight trains that go up and down the country all day long? The freight cost could subsidise the passenger carrying and a lot more places could enjoy a rail service, surely? NZ is so backwards when it comes to railways. Places like the UK have it nailed. I'll pass on commenting on the ability for rail freight to subsidize anything, as I have in the past (both when I worked for Tranz Rail, and when Toll operated the rolling stock) had access to relevant financial info (which is probably still approximately correct). I don't know that "having it nailed" is the best description I've heard of UK rail services because since privatisation they have become very expensive. A standard single return London to Newcastle, [roughly Wellington-Hamilton and don't please quote me 'cos I haven't measured it!} can vary between $650-00 and $500-oo!! They also seem to have time-table issues, plus one or two additional hazards which have resulted from Political Correctness and Health and Safety Spoilers: such as trains being stopped by leaves on the track, a causal factor which never existed in my younger days! I travelled on the Heathrow Express quite recently and it was fast, silent, excellent service, but it was late! UK trains are much faster than in NZ , for a variety of reasons, so equivalent journeys to NZ are much faster. On reflection, there is no real comparison between Britrail and NZ: different terrain, bigger population, more consumers etc.
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Post by classicman on Nov 15, 2014 17:16:24 GMT 12
Yes have to agree - UK rail services are an expensive shambles.
Now European train services (in general) - fantastic.
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Post by ErrolC on Nov 15, 2014 17:30:24 GMT 12
A note about the Wairarapa train services. They are part of the Wellington Region public transport services provided by Greater Wellington Regional Council. As with Auckland (where Auckland Transport own all trains, although not locomotives, which they lease from KiwiRail), Greater Wellington Regional Council owns all of the trains (electric multiple units, both Matangi and Ganz sets; and the Wairarapa services carriages). In the case of both Auckland Transport and GWRC, they contract with bus and ferry companies to provide the bus and ferry components of the public transport networks. The subsidies are roughly 50-50 split between ratepayers and taxpayers in both Auckland and Wellington. The taxpayer component of the subsidies are provided through Land Transport New Zealand. The Capital Connection train between Palmerston North and Wellington is a non-subsidised long-distance passenger train. It is NOT part of the GWRC public transport network and is instead part of KiwiRail Scenic Journeys (formerly Tranz Scenic). In all other parts of NZ where public transport services are provided by regional councils, those services are supplied by bus companies under contract to the relevant regional council in each area. There are also track access charges paid to KiwiRail. Auckland will greatly reduce the number of locos they lease as the EMUs continue to be commissioned. Graphs showing investment/subsidy/fare revenue for Akl and Wgtn in this doc. www.nzta.govt.nz/resources/public-transport-information-pack/docs/public-transport-information-pack.pdfI think most of the NZTA contribution is for capital works, rather than direct operating costs, but this of course saves on what would otherwise be loan repayments. Don't forget that the taxpayer pays for about 50% of non-State Highway roads. All of which suggests to me that if there is to be a subsidy for air services to regional locations, it should be transparently subsidised from taxes and/or local body revenue, and not cross-subsidised from airline passengers on high-density routes.
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Post by Darren Masters on Nov 17, 2014 10:45:51 GMT 12
Sydney trains work very well. If only they had not privatised the Airport line (Macquarie Bank). Major rip-off! Anyway, sorry, off topic.
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Post by kiwithrottlejockey on Nov 17, 2014 13:01:39 GMT 12
There is an excellent article by Dave Armstrong on page A7 of today's Dominion Post newspaper titled “ Kiwibank of the air needed”. Unfortunately, the article hasn't been posted to STUFF's website....yet. Anyway, Dave reckons that his proposed Kiwibank of the air could be called “NAC”.
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Post by shorty on Nov 17, 2014 17:57:28 GMT 12
Air New Zealand seem to make a habit of this sort of thing, a small airline starts up, becomes succesful, expands it's fleet and becomes well known. ANZ puts the squeeze on them with fare cutting and hiking up other charges then takes them over. They then strip them of their identity and point of difference by repainting the aircraft in ANZ Link colours, doing away with the different uniforms, ticketing, stationery etc.The end result is no loyalty from the public as they think it's just another ANZ flight, especially if they can't see the miniscle original airline painted on the nose. So don't expect to see anyone filling the gaps any time soon.,
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Post by kiwithrottlejockey on Nov 18, 2014 13:03:26 GMT 12
Click on the cartoon....
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Post by kiwithrottlejockey on Nov 22, 2014 12:37:36 GMT 12
from The Press....Flying Air Some Of New ZealandBy ANDREW GUNN | 8:27AM - Saturday, 15 November 2014WELCOME from the flight deck to this Air Some Of New Zealand service. I'm Chris Luxon, your Chief Flying Accountant and on behalf of the Petty Flying Accountant here with me and our team of bean-counters in the back I hope you have an enjoyable flight to Westport.
Actually, about that: unfortunately we won't be able to land at Westport today due to urgent fiscal modelling work being done on the runway. Instead we've been diverted to Dunedin where a state-of-the-art Railways Road Services bus is waiting to whisk you to your final destination.
On behalf of Air Some Of New Zealand, I apologise for any inconvenience.
The sad fact of the matter is that the regional services we must cut are costing us a million dollars a month to run at a time when our net profit for the last financial year was a paltry record-breaking $262-million. You don't have to be an NCEA level 3 maths scholar to understand that retaining these services without increasing fares would have left us with a profit of only $250-million.
Frankly those sort of figures just don't add up if your number one priority is delivering as large a profit as possible, and believe me, that is our number one priority — closely followed by our number two priority, which is delivering as large a dividend as possible.
Incidentally, if you look out now you should catch a glimpse of the last vestiges of public service ethic disappearing under the right wing.
If you're a little concerned about having to land in Dunedin, we at Air Some Of New Zealand know how you feel. It is a little backwoodsy. I wouldn't be surprised if we're spied on by toothless banjo-pickers as we taxi to the terminal. Be assured that we will be addressing these concerns in Phase 2 of our rationalisation.
Beginning 2016, Air Some Of New Zealand will be scrapping services on all routes except Wellington-Auckland and return. All existing aircraft will be sold and replaced with two A380 superjumbos, which will shuttle between the two cities twice a day.
Passengers wishing to disembark in Palmerston North or Hamilton will be seated in the last six rows, next to the parachutes.
As for the rest of the country, you're on your own. And as for our slogan — “Your Airline” — we'll be having that back, thanks.
In the meantime I hope you paid attention to our revamped inflight video. You'll note that we no longer ask you to put own oxygen mask on before helping someone else. Just put your own one on. It's a dog-eat-dog world out there and looking out for everyone frankly sounds a lot like socialism to me.
Finally, you should rest assured that here at Air Some Of New Zealand, we still have a proud sense of tradition. Although we'll only fly you between Auckland and Wellington, we're still happy to arrange for your luggage to end up in Invercargill.www.stuff.co.nz/the-press/opinion/columnists/10755456/Flying-Air-Some-Of-New-Zealand
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Post by haughtney1 on Nov 23, 2014 1:08:55 GMT 12
It's a sad reality that Air NZ are ditching certain regions, and let's be honest, they couldn't care less, it's just business. Part of me feels a sense of anger, but the other part of me sees an opportunity for smaller 3rd level operators, that opportunity however needs to be an open honest one, and not killed off by predatory pricing if Air NZ see that they might be missing out. For me the perfect machine for 2 of the 3 routes is the Cessna Caravan. NZWK-NZAA is about 120nm as the crow flies and at about 150kts of G/S it equates to an easy 60 minute sector, NZKT-NZAA is about 15nm further. I wonder if anyone will pick up the baton and run with it.
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Post by Darren Masters on Nov 24, 2014 9:22:16 GMT 12
Now Jetstar just needs Dash 8's...
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Post by kiwithrottlejockey on Nov 24, 2014 12:18:08 GMT 12
Now Jetstar just needs Dash 8's... ....and something a wee bit smaller to fly into Kaitaia, Whakatane, Taupo, Masterton, Whanganui, Westport, Hokitika, Oamaru, Wanaka, and other similar provincial towns.
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Post by Dave Homewood on Nov 24, 2014 12:41:48 GMT 12
C-47?
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Post by kiwithrottlejockey on Nov 24, 2014 13:06:54 GMT 12
If they used the original DC-3 three-abreast (2+1) seating for a total capacity of 21 passengers, then that would be just PERFECT!! They could perhaps consider creating a subsidiary operation called “NAC” to run the regional operation....
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Post by gustav10 on Nov 24, 2014 16:18:48 GMT 12
Agree entirely Haughtney, but bitter experience tells me that the instant the 3rd levels look like doing OK, they,ll be back...Anyone remember when the Friendships virtually disappeared overnight?? Same scenario...look for the 3rd level performers (Eagle & Air Nelson); Snap them up & proceed to predatory pricing & actions.....History is repeating.....
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Post by baronbeeza on Dec 19, 2014 20:46:14 GMT 12
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Post by baronbeeza on Jan 21, 2015 15:43:00 GMT 12
www.stuff.co.nz/travel/news/65264263/sounds-air-to-fly-from-westport-to-wellingtonSounds Air to fly from Westport to WellingtonSARAH-JANE O'CONNORLast updated 16:09, January 21 2015 . The local reporting mentions that the aircraft will be based in Westport. They also said that the data showed that Air NZ were averaging about 12 pax per flight with the 1900D. To me it sounds like Westport have got themselves a good deal. It is so much better that the 'lunchtime' service Air New Zealand tried running.
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bounce
Warrant Officer
Posts: 32
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Post by bounce on Jan 21, 2015 16:16:22 GMT 12
Well well, PC-12 huh? I wondered if a 135/125 operation would try one for passengers here. The only real option other than a King Air for small regional centres with mountains in the way. Not first of type either which must be nice.
Good luck to them.
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Post by ErrolC on Jan 27, 2015 16:09:15 GMT 12
www.nzherald.co.nz/nz/news/article.cfm?c_id=1&objectid=11392565Air Chathams' Whakatane flights confirmedIt has been confirmed today that Air Chathams will take over flights between Whakatane and Auckland. Increased capacity, improved passenger comfort and a significant upgrade in freight capabilities are potential outcomes of the proposed new air service, to be introduced on the route when Air New Zealand withdraws its scheduled services at the end of April. Whakatane mayor Tony Bonne said the proposal would see a locally-branded service provided by Air Chathams, utilising its fleet of 50-seat Convair 580 airliners and 19-seat Metroliner aircraft. "I'm delighted to announce that a replacement service has been offered, which could provide significant potential for growth and a genuine opportunity for the Eastern Bay of Plenty to build a partnership with an airline which is committed to attractively-priced fares and developing travel, accommodation and activity packages which will boost the region's profile as a short-stay domestic tourism destination," he said. The announcement followed an extraordinary council meeting today, which has confirmed Air Chathams as the preferred service provider for Whakatane-Auckland scheduled flights. The council has also approved the extra funding required (subject to Ministry of Transport approval) for the expenditure needed to bring Whakatane Airport up to certification standard for use by the airline's larger aircraft. Air Chathams managing director, Craig Emeny, said the company viewed the Whakatane to Auckland service as a great opportunity to expand upon its current scheduled services between the Chatham Islands and Auckland, Wellington and Christchurch. "This route has enjoyed solid loadings for many years and, for the most part, the services which have been timed to meet business travellers' needs have been close to full," he said. "We intend to offer two return services a day at times which will allow businesspeople to have a full day in the city, and because we can seat 50 people, we'll be able to more than double passenger numbers at those key service times. We're also looking forward to working closely with the council and the local tourism industry to create the sort of packages and publicity needed to put the 'sunshine capital' on the map for people looking for weekend escapes." The airline's twin-engined, turboprop Convair 580 airliner is fully pressurised and passengers will appreciate its roomy cabin and cabin crew service. Air speed is comparable to the existing Beech 1900 service, so flight times will not change significantly. Air Chathams' Metroliner may also be used when passenger numbers are lower. The aircraft and its crew will be based at Whakatane Airport. "We'd like to give the service a local flavour and branding," Mr Emeny said. "Sunshine Airways and Eastern Bay Air are both possibilities, but we'd appreciate the community's feedback on those, or other suggestions which would capture the magic of the area." Mr Bonne said the council would continue to work with the Government to ensure that the airport, which is a 50:50 joint-venture with the Ministry of Transport, remained a viable long-term operation. "The airport plays a key role in the region's transport infrastructure, opening up access to the rest of the country for our 47,000 residents. It also makes an important contribution to our business sector and our economy and we look forward to seeing that grow over the coming years." The Air Chathams service is expected to commence on April 29 and the airline intends to have a dedicated website and booking portal operating by the end of February.
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Post by kiwithrottlejockey on Feb 8, 2015 12:32:55 GMT 12
Well, well, well....amazing news. I will definitely take the time to book a seat from Auckland to Whakatane and return on one of the days when the DC-3 is being used on the service. Who'd have thought it, eh? A chance to fly a scheduled airline service in “Skyliner Kaitaia” again in the second decade of the 21st century. from the Sunday Star*Times....Small airlines rise to the challenge as Air NZ bows outAir New Zealand bowing out has given other carriers a chance to step up.By DAVID LOMAS | 5:00AM - Sunday, 08 February 2015UNECONOMIC: Air New Zealand is abandoning its Westport and Whakatane regional air services.KAWERAU logging contractor Jacob Kajavala is tipping his safety helmet to Air Chathams, one of the unlikely little airlines that he believes will help keep rural New Zealand connected.
Air Chathams, along with Sounds Air, will from April 28th pick up regional air services to Westport and Whakatane that Air New Zealand is abandoning because it says they are uneconomic.
Air New Zealand's decision has infuriated the Westland and eastern Bay of Plenty communities.
Kajavala was one of the business owners who, along with the Whakatane District Council and the chamber of commerce, sought an operator to replace Air New Zealand on the Whakatane run.
The answer was Air Chathams, an airline that has quietly been servicing the Chatham Islands since Mount Cook Airlines quit that service 30 years ago.
Kajalava, who regularly used Air New Zealand, said the loss of the service would have been disastrous and added “to the impetus for people and businesses to head for the major centres, which is not good for the country”.
Air New Zealand, he said, had “turned its back on significant pieces of rural New Zealand and that was inappropriate. At least we have a highly acceptable plan B.”
Air New Zealand's departure from the regional centres signals a shake-up, with the way being cleared for smaller airlines to grow.
Air Chathams, with its base on the Chatham Islands, 650km east of the North Island, and Sounds Air, with its base in Picton, have become the main players in the new regional airline industry.
Air Chathams, with three 1950 Convair 580, and a Metroliner, has an older fleet of twin-engine, turbo prop aircraft flown with two pilots. The company has 35 staff.
Sounds Air, with five 12-seater Cessna Caravans and two nine-seater Pilatus PC12, has a more modern fleet of single engine, turbo prop aircraft operated by one pilot. The company has 40 staff.
Both companies are highly successful and operate planes to suit their routes, according to Steve Lowe, who writes the 3rd Level New Zealand aviation blog. “Both airlines have a real commitment to passenger safety. And they are not start-up airlines. They have a proven track record.”
Lowe says smaller airlines are likely to have other new opportunities to expand as Air New Zealand Link replaces its 19-seater Beech 1900 aircraft with larger aircraft.
Business travellers often needed same-day return flights and with Air New Zealand introducing bigger aircraft there were likely to be fewer services and less convenient times from centres such as Hokitika, Gisborne, Whangarei, Rotorua, Palmerston North, Blenheim and Timaru. Air New Zealand is also dropping its Taupo-to-Wellington and Palmerston North-to-Nelson services.
Air Chathams boss Craig Emeny said there were clearly opportunities opening up but airlines had to be careful about what routes to operate on.
His company had built up a fleet of aircraft based on the requirement of the Chatham Island service which, as well as carrying passengers, also involved considerable freight, including fresh crayfish.
Emeny, an aircraft engineer turned pilot, started Air Chathams in the mid 1980s. While the Convair was “classic” it was, he said, the ideal aircraft for the Chatham service. It was pressurised, had good fuel efficiency, could carrying a significant payload and was “the fastest prop driven commercial aircraft in New Zealand”. Aircraft maintenance was to the highest level in New Zealand, he said.
Emeny said the Convair was likely to be the airline's main aircraft for a while because there was no viable replacement.
Though the 50-seat Convairs were old, Emeny said most passengers were “pleasantly surprised by the experience”. They were roomy, with snacks and coffee but no bar service. The two-hour 20-minute flight from Auckland to the Chathams is New Zealand's longest domestic flight.
The Chatham passenger service catered for the service sector, including police and hospitals, as well as the island's 650 residents. Tourism was small but significant, and kept the island's 90 beds full.
The decision to expand from Chathams and to operate a mainland New Zealand service had been simple. The company operates a high-end charter service from Auckland “so when the Whakatane service came up it made sense for us because we had the base and the aircraft there too”.
Air Chathams has not set its fares for the Whakatane flight but Emeny said the structure would be similar to Air New Zealand's with an average price around $170.
Sounds Air, which has taken over the Wellington-to-Westport service from Air New Zealand, is now New Zealand's biggest domestic airline outside of Air New Zealand and its Air New Zealand Link subsidiaries.
The company started in 1986, operating from Wellington to its own private airfield near Picton.
It carries 65,000 passengers a year operating services to Nelson, Picton, Paraparaumu, Whanganui, Wellington and Blenheim, with Westport about to start.
The key to Sounds Air success has been sticking to a known market and operating it well, said Andrew Crawford, Sounds Air's general manager and part owner.
“Flying across Cook Strait is our niche,” he said. “We cater for the business market and we have built up a loyal fan base. Once they get on they don't tend to get off.”
With Sounds Air, customers from Wellington to Blenheim, the key route, paid one fare. “One day, one week, one year in advance, it is always the same price, $99.”
New routes were hard to pick but the company had opened six new services in the past 10 years.
While passenger numbers on the Whanganui to Wellington service that Sounds Air took over from Air New Zealand a year ago “could be better”, Sounds Air was optimistic about Wellington to Westport, buying two Pilatus PC12 to service the route and for charter work.
The planes, which are pressurised and capable of flying to 30,000 feet, are being refurbished with new engines, propellers, updated avionics and interiors.
Crawford said Air New Zealand did a great job but there were “some routes that are just not viable to them”.
Sounds Air will charge a flat fare of $199 for the Wellington to Westport service. Air New Zealand sells advance tickets for as low as $55 but the price rises to more than $400 for late tickets on busy flights.
Two other regional airlines also fly scheduled operations servicing multiple regional centres. Sun Air operating out of Tauranga has a hub in the central North Island. The company, owned by husband and wife Dan and Bev Power, fly 10 six-seater Piper Aztec aircraft with services linking Hamilton, Tauranga, Rotorua, Napier, Gisborne, Whitianga, Great Barrier and Auckland's Ardmore airports.
Great Barrier Airlines operates from Auckland to Great Barrier Island and to the Coromandel. It also has a seasonal service from Great Barrier to Whangarei.CLASSIC DC3 SERVICE TAKING OFF BETWEEN WHAKATANE AND AUCKLANDCRAIG EMERY: “When the Whakatane service came up it made sense for us.” — David White/Fairfax NZ.A World War II DC3 is to be used on a special “classic” scheduled passenger service between Whakatane and Auckland.
It will be one of only two passenger services using DC3 aircraft in the world.
The only other scheduled DC3 flight is the 200 kilometre trip between Yellow Knife and Hay River in Canada's Northwest Territories.
Air Chathams, who take over the Auckland-to-Whakatane service from Air New Zealand in late April, plan to use the former RNZAF aircraft for what owner Craig Emery calls a “classic” flight.
It would operate a return service once a week, probably on a weekend.
“We'll advertise that it is the DC3 so people will know what they are booking on,” said Emery.
“We can't have our regular business customers turning up and getting a surprise — though it would probably be an enjoyable surprise.”
The plane, which has been rebuilt by Air Chathams, was previously used on scheduled flights in Tonga. That service drew customers from the United States and Europe who came just to fly on the service linking Tonga's main island Tongatapu with the Ha'apai group.
Emery said the tourists “were annoyed when they didn't get on it [the DC3]”.
He hoped there would be a similar attraction to the Auckland-to-Whakatane service.
The DC3 was a safe, reliable aircraft maintained to New Zealand civil aviation standards and was “nice to fly in,” he said. Operating the service “would be fun”.www.stuff.co.nz/travel/news/65873503/small-airlines-rise-to-the-challenge-as-air-nz-bows-out
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Post by flyjoe180 on Feb 23, 2015 15:26:50 GMT 12
That is very cool, people will queue up just for the ride!
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