A growth future for Norwegian
Over time Norwegian should be split in 2 units under an umbrella managments to purify the single aircraft type principe of a true Low Cost airline. There can be no profitable Low Fares without Low Costs.
The short haul (NSH) 737 part should concentratte on servinf te scandi/nordic market where it can capitalize on its namerecognition and customer belongingness. with additional routes from there to sun destinations and other Norwegian long haul hubs.
The long haul (NSL) 787 part should be based elshewhere like Dublin or London Gatwick. Together with overall management of both companies. From here it would become the only really independent Low Fares intercontinental airline. All others are just offspring of full service airlines where the core of the company are not really in it 100%.
Both parts should initially during the pandemic offer a Sanitized class and a Couldn't Care Less class (see other post) to appeal to the broadest market and get more flying. As time goes on they should both move to a single class cabin as all true Low Costs. This would maximise utilization, minimise turn-around times and simplify both operations and salesprocess.
NSH would also operate as a feeder airline to some carefully selected airport where NSL operates. For the Transatlantic market his could be LGW or it could be DUB for its preclearance services.
NSH should increase its connectivity to these hubs adding additional routes from more Scandinavian cities like Oslo, Begen, Trondhem, BodΓΈ, Stockholm, Gothenburg, Copenhagen, Aarhus and Helsinki. Who says you have to transfer through Oslo if you are a Norwegian or Copenhagen if you are Danish ? And maybe somthing very northern for flights to Asia if transfers over Russia can not be obtained. Spain, or Portugal, is still an option for a hub for LH intercontinental flights even further south or south east.
Since NSH's 787 aircraft is very suited for cargo and the turn around times for this type of traffic would be difficult to get sub 1 hour, they should consider a freight operation to better utilize capacity. This would also be a good early starter and a very prudent reserve income stream if times of non-passenger flying would return in the future. If it is already implemented it could easily be ramped up/down according to opportunities and the market willingness to pay.
The short haul (NSH) 737 part should concentratte on servinf te scandi/nordic market where it can capitalize on its namerecognition and customer belongingness. with additional routes from there to sun destinations and other Norwegian long haul hubs.
The long haul (NSL) 787 part should be based elshewhere like Dublin or London Gatwick. Together with overall management of both companies. From here it would become the only really independent Low Fares intercontinental airline. All others are just offspring of full service airlines where the core of the company are not really in it 100%.
Both parts should initially during the pandemic offer a Sanitized class and a Couldn't Care Less class (see other post) to appeal to the broadest market and get more flying. As time goes on they should both move to a single class cabin as all true Low Costs. This would maximise utilization, minimise turn-around times and simplify both operations and salesprocess.
NSH would also operate as a feeder airline to some carefully selected airport where NSL operates. For the Transatlantic market his could be LGW or it could be DUB for its preclearance services.
NSH should increase its connectivity to these hubs adding additional routes from more Scandinavian cities like Oslo, Begen, Trondhem, BodΓΈ, Stockholm, Gothenburg, Copenhagen, Aarhus and Helsinki. Who says you have to transfer through Oslo if you are a Norwegian or Copenhagen if you are Danish ? And maybe somthing very northern for flights to Asia if transfers over Russia can not be obtained. Spain, or Portugal, is still an option for a hub for LH intercontinental flights even further south or south east.
Since NSH's 787 aircraft is very suited for cargo and the turn around times for this type of traffic would be difficult to get sub 1 hour, they should consider a freight operation to better utilize capacity. This would also be a good early starter and a very prudent reserve income stream if times of non-passenger flying would return in the future. If it is already implemented it could easily be ramped up/down according to opportunities and the market willingness to pay.
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