Disruptive. It’s a word that I don’t like, but it has become a very common catchphrase these days to describe the now common scenario of a new entrant causing grief for existing players in a market. Right now disruptive new entrants in the market are causing grief for taxi companies worldwide.
I’ve done a lot of travelling in my life, and taxis are something that I’ve used a lot both in NZ and overseas. It’s something where the experience is the very similar right across the world, and mysteriously the instances of highly opinionated middle aged male drivers who love talking about politics while listening to talkback radio isn’t just something that’s unique to New Zealand. In many cities in the world the taxi experience is a unique one – catch a Black Cab in London and you’ll find yourself with a driver who’s spent years learning “The Knowledge” – a test involving memorising over 20000 streets and 20000 landmarks in Central London, and can probably tell you more about London and it’s history than any guide book.
The launch of Uber in the US in 2010 really became the first true competition to hit the taxi market. As the taxi market is often regulated or tightly controlled in many countries, the market in many ways mirrored that of a monopoly. While multiple companies may exist in these markets, pricing, and in some cases vehicle requirements are set by authorities, meaning the price and experience is often essentially the same, no matter what company you pick. Uber’s entry into the “rideshare” (as they call it) market was resulted in a product that very different to what already existed. Rather than the old school experience of hailing a cab in the street (something that can prove very difficult in the US) and then having to have cash to pay for it, the whole experience could be done straight from your mobile phone.
I started to write this blog post last month after having used Uber a handful of times in recent trips to the US. Since then I’ve used Uber a couple of times in Auckland, and we’ve also seen the launch of Uber in Wellington a couple of weeks ago. I’ve loved every Uber experience so far, and it’s something I’ll be happy to continue to use in the future.
What I do need to make clear at this point is why I (and plenty of others I know) share this support for Uber. Right now if you’re like many people out there you’ll immediately be thinking the sole reason is price. If you did, you’re wrong. Yes UberX may undercut existing taxi offerings, but Uber Black also exists offering a premium transport solution in luxury vehicles. Why do I really like Uber? The answer is really quite simple – Uber are using technology to let me interact with them, and that’s something that existing taxi companies seem to be largely ignoring.
I love being able to open up the Uber app on my phone, see where the nearest vehicle is, see an estimated quote for a journey, order my ride, see the details of the driver and his vehicle, and then watch in real time as the driver comes to pick me up. The Uber driver sees all this data on a mobile phone and gets GPS based navigation to the destination. Once my journey is over I can literally hop out of the vehicle with payment for the ride being automatically deducted from my credit card with no expensive “electronic card convenience fee” surcharges which most taxi companies in NZ charge. I’m then prompted to rate my driver, and likewise the driver is prompted to rate me as a passenger. Uber really is the perfect product for today’s market and delivers a customer experience that other companies simply can’t offer.
So how are taxi companies in NZ competing against Uber? Improving their service? No. Creating apps to order a taxi? Typically no. Waiving “electronic card convenience fees”? No. The New Zealand Taxi Federation who represents most taxi drivers and taxi companies in NZ are simply spreading FUD (fear, uncertainly and doubt) in the hope of discrediting Uber, with stories such as this on stuff.co.nz on the weekend. I’ve also heard from a couple of taxi drivers in recent months that “Uber is illegal in NZ”, with the Taxi Federation claiming that many drivers are not legally licensed. It’s a requirement to hold a passenger service endorsement to carry passengers for payment here, so my challenge to the Taxi Federation is to front up with some facts to back their claims or to retract them. If drivers are operating illegally it’s the job of the New Zealand Transport Agency to enforce the law, so they should be approaching them with evidence, not bleating to the media and trying to spread mistruths.
So why aren’t taxi companies in New Zealand simply working on the whole customer experience issue and giving customers the ability to book a taxi online or via an app? That really is the million dollar question. Most large taxi companies in NZ all use a taxi dispatch system created by Australian company MTData, who are now one of the largest suppliers of taxi dispatch hardware in the world. In car terminals integrate tightly with their back end system meaning that a taxi company knows exactly where every car is and can dispatch jobs direct to the drivers screen. MTData provide an extensive API meaning that building an app to deliver 100% of the Uber functionality can easily be built. Hutt & City Taxis and Auckland Combined Taxis have launched iOS only apps within the past couple of years based on MTData source code that offer basic booking functionality, but the fact most people have never heard of these really sums up how popular they are. The lack of Android versions of their software also shows it’s not a market they’re serious about, and they also lack any ability to pay for your ride using the app.
The NZ market has seen the introduction of Zoomy, a 3rd party app that tries to replicate the Uber experience by equipping regular taxi drivers with mobile phones running the Zoomy app. An individual can book a taxi using the Zoomy app and pay for this with their credit card. Zoomy however is in my view a dead loss and I don’t see much of a future for it as it relies on convincing regular taxi drivers to sign up for the service, and with so few of them interested in this you’ll typically find that there may not be a Zoomy driver available if you want to order a taxi. Zoomy is also disliked by many large taxi companies and with little hope of getting these on side, it’s probably facing a pretty bleak future.
All of this really poses the question of why organisations such as Blue Bubble Taxis, New Zealand's largest affiliated taxi group which brings together 16 different taxi companies from across NZ, aren’t interested in the app market. My understanding is every single one uses the MTData dispatch system. Why haven’t Blue Bubble built an app (especially when MTData themselves are willing to provide support) to easily allow passengers in any of those markets to order a taxi, pay for that taxi using the app, and more importantly stand out from the market by offering a solution that their competitors don’t offer? Instead of wanting to compete with new entrants, these taxi companies seem stuck in the 1980s mindset believing that there is no need for innovation or change, which in this day in age is a perfect recipe for failure in any industry as new players are certainly more than happy to trample all over your existing business and steal your customers.
I wrote a few weeks ago about Jetstar’s on time performance in New Zealand. Today they’ve taken out banner ads on many major NZ websites promoting they are “New Zealand’s most punctual airline”, and promising a $25 voucher if your flight is more than 10 mins late between the 23rd and 30th September.
The problem with Jetstar’s claims is that they facts don’t quite back up their bold claim of being “New Zealand’s most punctual domestic airline”.
Jetstar back up this claim with some fine print. They also admit that they are not comparing identical statistics as they’re reporting Air NZs entire domestic operations for half of the financial year, and only jet operations for the other half of the year.
*Best domestic airline on-time performance for July 2013-June 2014, at 10-minute departures. Source: ACARS for Jetstar statistics. Monthly reports to NZSX for Air New Zealand statistics. Air New Zealand reports included all aircraft types for July-December 2013 and jet aircraft only for January-June 2014.
It’s certainly worth noting that they’re talking about arrival times with their promise, but only publish scheduled departure statistics (and on NZ flights their scheduled flight times are 5 mins longer than Air NZ to allow a buffer for any delays).
Lets look at the published departure statistics for both airlines:
Looking at the statistics published on the Jetstar website for the July 2013 – June 2014 financial year, Jetstar have an average on time departure performance of within 10 minutes of 86.59%
Lets have a look at the results of Air New Zealand. A quick look at their publically listed statistics from the nzx website includes the following comment.
In the 2014 financial year, 86.5% of Air New Zealand’s Domestic Jet flights departed within 10 minutes of scheduled departure time.
Air NZ operate a much larger fleet and operate significantly more domestic flights across their NZ operations than Jetstar. Air NZ also had a terrible start to the year with major on time issues due to the introduction of their A320 aircraft which they have now recovered from. Despite this Air NZ have an 86.5% on time departure performance percentage across the Domestic Jet Fleet vs Jetstar on 86.59%. Looking at the bigger picture it poses the question – factoring all of this in, is .09% the big difference Jetstar would have you think it is?
As a semi frequent visitor to Sydney I typically tend to stay in the CBD. As I was recently there for a long weekend I decided to spend one of the nights in Coogee, a beachfront suburb in Sydney’s Eastern Suburbs.
Coogee Beach is one of Sydney’s busiest beaches. It’s not (quite) as crowded as Bondi Beach, and doesn’t get quite as many tourists. Bus connections from the CBD are very frequent, with a travel time of around 30 minutes depending on traffic. It’s also one end of the spectacular Bondi to Coogee coastal walkway, which is certainly a must do if you’re in the area.
I checked in late on a Saturday afternoon and was promptly upgraded to a suite as I have Platinum Elite status with IHGs loyalty program, IHG Rewards. This hotel doesn’t feature club floors or club lounge unlike many other Crowne Plaza hotels and business services are limited to a small business centre with several PCs.
The hotel features an outdoor pool, gym and conference rooms. It has a bar and restaurant in the hotel itself, and another bar/cafe/restaurant on the level below that has a street frontage.
The suite on the 6th floor was a good size, however the layout did seem a little peculiar at first due to the desk being located behind the bed and the TV being located off centre from the bed.
The room featured a well stocked mini bar which was reasonably priced.
The room also featured a good size walk in wardrobe and bathroom with bathrobes and a safe.
The room featured a balcony with a sensational view over Coogee Beach.
As an IHG Platinum Elite customer I was entitled to free WiFi. At login an option to upgrade to a “premium” faster service was offered, however this did cost extra so it’s not something I tested. The basic free service offered speeds of around 1Mbps down and around 500kbps up in the single test I performed. If you don’t have any status with IHG you’ll find internet costs $19.95 per day, or $29.95 per day for the premium offering. Free access is available in the lobby for all guests.
The in room TV offering was great with all channels being in digital and the correct aspect ratio. Nothing annoys me more than a TV still distributing analogue video over RF with poor picture quality, and even worse, in the wrong aspect ratio. There are simply no excuses these days for either these days, but many hotels still can’t grasp this. The channel offering was a great selection of free to air and pay TV channels along with on-demand movies. The TV also offered the ability to record content and play it back from the EPG, something I haven’t seen offered before on a hospitality TV.
My stay was a pleasant one and all staff were friendly. The only thing not perfect in my room was a badly stained chair foot rest that had clearly seen better days.
While in Sydney a friend mentioned that this hotel is used extensively by a nearby hospital as a kind of “maternity recuperation wing” for newborn babies and mothers. A lot of screaming from a baby was heard on numerous occasions while walking down the corridor, and medical equipment was present in the corridor outside my room during the entire stay, which I’m not sure is the most appropriate place to leave it. I don’t want to feel like I’m in a hospital when I’m on holiday.
Overall I was very happy with my stay, and it’s certainly somewhere I’d stay again if I was looking at stay in the Coogee area.
It’s safe to say Apple have some kick ass RF engineers working for them. Building phones with support for multiple bands and technologies isn’t simple, and it’s safe to say Apple have set a new benchmark with the iPhone6. No other phone on the market comes close to supporting the same number of 4G/LTE bands in a single device.
The iPhone6 and iPhone6 Plus include support for all GSM, 3G/WCMDA and LTE bands used in New Zealand. This includes the new 700Mhz 4G/LTE network (band 28) which is currently being deployed by both Vodafone and Telecom in New Zealand.
For reference the following bands are used in New Zealand by the various companies -
GSM 900Mhz & 1800Mhz, 3G/UMTS/HSPA+ 900Mhz and 2100Mhz, 4G/LTE 700Mhz (band 28), 1800Mhz (band 3), 2600Mhz (band 7)
3G/UMTS/HSPA+ 850Mhz and 2100Mhz, 4G/LTE 700Mhz (band 28), 1800Mhz (band 3), 2600Mhz (band 7)
GSM 900Mhz & 1800Mhz, 3G/UMTS/HSPA+ 900Mhz and 2100Mhz., 4G/LTE 1800Mhz (band 3). 2degrees also own management rights for 700Mhz (band 28) but have not yet deployed a network using this band.
I’ve flown business class on Air New Zealand three times in the past year, however all these flights have been on 767-300 aircraft that feature an old style business class offering and lack lie-flat seats. A holiday to Canada and the US with three friends was the perfect opportunity to check out Air New Zealand’s long haul offering on their 777-200. The trip was made even more special with the whole four of us sitting in Business Premier.
Air New Zealand’s long haul offering is a very mixed bag at present. Flights are operated by 767-300, 777-200ER (77E), 777-300ER (77W) and 747-400 (744) aircraft, all of which offer very different offerings across economy, premium economy and business class. As I write this, their single remaining 747-400 is due to be retired from the fleet this week. Long haul services of their new 787-900 are due to begin within the next month.
The 767-300 lacks lie-flat seating, instead opting for a short haul business class offering (you can read my flight review here), and also lacks a premium economy offering. The 777-200, 777-300ER, 747-400 and 787-900 all feature three classes of service. All feature Virgin Atlantic’s business class seat in a herringbone layout, ensuring that every passenger has direct aisle access which is one of the great features of Air New Zealand’s offering.
Boarding for out flight was on time and I was greeted by a nice smile and welcome while boarding. Air New Zealand typically only use a single door for boarding all passengers, with separate queues at the counter for economy and premium customers.
I had seat 3K for my flight. Despite being a window seat, looking out the window is slightly difficult due to the angle of the seat – something that’s not a fault as such, but if you’re somebody who likes gazing out the window you may end up slightly disappointed.
The 77E still features an old Rockwell Collins in-flight entertainment (IFE) system. This is a 4:3 aspect ratio, non touch screen system. While content is virtually identical across all long haul aircraft, this is an old system that’s very clunky to use compared to the newer Panasonic touch screen systems features on the 767-300, 777-300 and 787-900 aircraft. The newer Panasonic systems also offer additional features such as ordering drinks and snacks from the IFE.
As I write this the 777-200 fleet is currently in the process of being refitted with entirely new seats across all cabins, and a new Panasonic IFE system. The first aircraft is complete, and a second is underway at present. The upgrade of the entire fleet of 777-200 aircraft is due for completion by late 2015. The business class seats will match these that feature in the 777-300 and 787-900 aircraft, which is simply an upgraded model of this same seat.
Upon sitting down I was welcomed by the cabin crew and inflight service manager and offered a glass of Champagne or orange juice. Air New Zealand serve Mumm Champagne, and as I’m a fan I felt it would be rude to turn this down. The seats feature an ottoman which also features a seatbelt so it can be used as a seat if a travel partner wants to join at meal times.
The seat features space for phones, headphones, reading material etc in storage areas underneath the screen, and also inside a pop up storage bin.
On every seat there is a menu, and amenity kit featuring Clarins lip balm & moisturiser, socks, toothbrush and toothpaste, earplugs, eye mask and a pen. Noise cancelling headphones are also provided, which are a lot better than most airline headphones, are certainly no match for my Bose QC15s.
Just before takeoff orders were taken for a drinks service which was delivered as we reached cruise altitude. This was accompanied by pretzels and dip. Another glass of Mumm? It’d be rude to say no.
Not long after this the appetiser was served, along with a choice of breads.
This was followed by the main. I opted for the roast chicken breast which was simply delicious.
After a few more glasses of red wine followed by a Glemorange 10yr as a nightcap, it was time to sleep. The crew had my seat converted to a bed in record time. A memory foam mattress sits on top of the seat, complete with 2 full size pillows.
I managed to get a good 5 hours sleep on out 13 hour flight and awoke to a choice of juice or a fruit smoothie.
Which was followed by fresh fruit, a choice of cereals and muesli, and yoghurt. This was accompanied by a selection of bakery items including croissants or toast.
And followed down by a delicious brioche. I’d had this before and loved it, but it was a tough choice between that and the corn fritters which looked great!
It wasn’t long after breakfast that we made landfall, tracking into Vancouver over Victoria Island which delivered some great views out the window.
And ZK-OKD parked up at Vancouver Airport.
Overall the flight was awesome – the crew were amazing and the food and drinks were great. The level of service was significantly better than that which I’d experience in several recent Air New Zealand business class trips on the 767, which does feature different crew. They were certainly a lot friendlier, and more attentive. This does however lead to the fundamental problem Air New Zealand has at present, and that’s differing levels of service, and different products across the fleet. This is something that won’t be solved for another couple of years until the 777-200 refit is complete, and the 767’s removed from service as they’re gradually replaced by the 787-900.
I’ve stayed at a few different hotels near San Francisco airport in recent years, but I’d never stayed at the Hilton. As I have Gold Status with hhonors, Hilton’s loyalty program, I thought I’d check it out.
The hotel is located only a few miles from San Francisco airport and has plenty of parking both at the hotel, and at an airport long term parking lot which is located next door. As I was flying in and out of San Francisco International Airport, I took advantage of their free hotel shuttle which runs from the airport. The market for accommodation near the airport is a very competitive one, with free shuttles the norm for all hotels. These shuttles are all run by private transportation companies rather than the hotels themselves, and as most of the big hotel chains feature several of their hotel brands near the airport, the shuttle will typically serve a number of hotels. Shuttle pickup areas are outside each of the four terminals at SFO. I waited for around 15 minutes for the shuttle to arrive, a timeframe that’s fairly typical of other recent experiences.
Upon arrival at the hotel I was greeted at the front desk by a super friendly staff member and check-in was a very quick process. Due to my hhonors Gold status I was upgraded to a room on the Executive Floors, and a request to change to a room with an airport runway view was quickly processed after discussing with another staff member what free rooms would have the best view. The hotel was very busy with a number of people checking in, and a function that was also on at the same time.
The room was a nice size, with a King size bed, great desk space, good size TV with all channels being digital. Nothing annoys me more in a hotel that a TV system with analogue content, often with video that’s not even in the correct aspect ratio. WiFi coverage and performance was good, and as a hhonors Gold member I receive free internet at all Hilton hotels. Hilton take pride in their bathroom products, and it’s safe to say I do have a nice collection now! :-) The room also featured a window that could be opened.
And the view out my room window of the the threshold of runway 28L and 28R at SFO.
Executive floor rooms at any Hilton location include access to the Hilton Executive Lounge. This lounge offers a good place to work with access to PCs, newspapers, and food and drinks throughout the day. Breakfast is served in the morning and canapés and drinks (with a cash bar) in the evening. At other times of the day soft drinks, water, and light snacks and cookies are available.
I stopped by briefly to snack on the canapés before heading out to enjoy the beautiful evening. The selection was fairly typical of a US platter, with a great vege selection, fruit, cheeses and bread. If you were simply after a light dinner, it could easily fill the spot.
The hotel features a well equipped gymnasium and indoor poor, and a bar area and restaurant on the ground floor. The bar was quite busy when I stopped by with a number of airline crews (there seemed to be a lot staying at this hotel) eating at the restaurant.
The executive floor rooms feature a turndown service which is still something I really love in a hotel. Coming back to find nice chocolates by my bed at night is always going to win a chocoholic such as myself over!
The bed was a very comfortable Hilton bed, with great sheeting and pillows. The hotel doesn’t appear to offer a pillow menu, but with the number on offer on the bed there was no need. Noise from the airport wasn’t an issue, but traffic noise from the nearby freeway could be faintly heard, but was certainly nowhere near loud enough to cause any issues. My only real complaint about the room was the air conditioning and ventilation system. A loud extractor fan in the bathroom that couldn’t be switched off meant I had to sleep with the bathroom door shut. Likewise the air conditioning system in the room itself was so noisy that sleeping with it on would be virtually impossible. Luckily the room wasn’t hot, so there was no need for this to be on.
I woke up feeling refreshed and after a great shower with good water pressure I headed to the Executive Lounge to check out the breakfast options. While it’s no substitute for a full buffet breakfast, the food selection on offer was great with cereal, yoghurt, fruit, break, pastries, eggs and sausages on offer. It was enough to leave me feeling very content.
I checked out of the hotel after breakfast and left my bags there for the day to head into San Francisco for the day before my evening flight back to New Zealand. Access to public transport from the hotel is a little tricky due to it’s location. The easiest access to the BART subway system is from the airport (which you can get to via the free shuttle), or from Milbrae station which is a short taxi ride away. Closest access to the Caltrain is from Burlingame station which can be accessed by a free shuttle bus that runs between several nearby hotels and downtown Burlingame throughout the day, or once again via taxi or rideshare service such as Uber (which is cheaper than a taxi).
Overall staying at the hotel was a great experience, and the front desk and bell staff were all very pleasant to deal with. I’ve grown fond of Hilton in recent years, and this experience has certainly added to my positive experiences with the brand.
The people over at Jetstar posted a graph on their Twitter account his morning. Clearly the intention was to show that they’re better than Air New Zealand when it comes to on-time performance. I’m not quite sure if it really does show that.
It’s no secret that Air New Zealand have had terrible on-time performance across their main trunk routes in recent times. These problems have existed for a number of reasons, not but least
A) The move from 737 to A320 aircraft with 38 more seats. Meeting 30 minute turnaround times for some domestic flights has been a challenge. But Jetstar operate A320 aircraft as well you may say – but the key being Air NZ average passenger loadings on their flights are significantly higher than Jetstar. While not the sole cause, in conjunction with the following it’s lead to major problems in recent months.
B) Jetstar operate strict timeframes for gate closure – be on the plane 15 minutes before your flight or you’ll miss it. Air New Zealand aren’t quite so strict, something that customers may like, but ultimately it can cause delays.
C) Koru Lounges. Jetstar don’t have airport lounges in New Zealand. This means passengers are waiting at the gate rather than in the lounge. With many travellers preferring to wait in the lounge until the last minute, it ultimately has the ability to cause delays.
D) Delays at Wellington airport due to screening. Due to no centralised screening for jet services at Wellington airport many passengers waiting in the lounge until the last minute and all scramble to be screened, which can cause delays.
E) Air New Zealand operate significantly more services than Jetstar.
So the graph shows what everybody already knows. Air NZ lead the way in on-time performance but slipped. A lot of work in recent months is clearly shown in these results, and it shows that on-time performance from Air New Zealand is back to where it was. I’m no PR person, but releasing information showing the massive improvements your competitor is making seems a little strange. It’s great of Jetstar to point that out to the industry.
Anybody out there who loves planes knows that the 747 has truly earned the title of Queen of the skies. The plane that revolutionised long haul travel has been a mainstay of global airline fleets for over three decades, but with increasing fuel costs it’s becoming increasingly less common at airports around the world as it’s being replaced by newer, more fuel efficient aircraft.
Over the past few years Air New Zealand have retired most of their 747-400 fleet, and has a single 747-400 still flying. This aircraft is scheduled to fly it’s last flight as NZ7 from San Francisco to Auckland on September 10th. With this in mind I purposely booked my flight home from San Francisco so I could have possibly my last flight in what I still regard as the coolest plane in the skies.
I arrived at the airport a little earlier than usual, and was greeted by ZK-NBV as I departed the BART station at the airport. Check-in at San Francisco (SFO) was a very smooth process with only a single person in front of my in the premium queue. TSA queues at US airports are often a nightmare, but I was through this in around 10 minutes and a few minutes later arrived at the Singapore Airlines lounge which is used by Air New Zealand in the absence of their own Koru lounge.
Food and beverage selections were typical for an airline lounge at a US airport – which is quite different to what people would normally expect from a regular Koru lounge. A selection of salads, cheese, vege platter, potato crisps, a pretzel mix and cookies made up the selection, with some filled rolls on the side. The liquor selection was also fairly average, but at least featured Tiger beer which is a little more exciting than drinking Bud Lite. Bathrooms are at each end of the lounge and two of these feature showers, with the only downside being that these are both shared with bathrooms so take these out of action while in use. The lounge became quite busy, but still had seating available. The lounge itself closes at 2045, 30 minutes before the scheduled departure time of NZ7 of 2115. It’s only a short walk from the lounge to the gate normally used by Air New Zealand.
Boarding commenced a few minutes late, but as I had left the lounge earlier I was near the front of the queue to board.
As this would possibly be my last 747 flight I decided I had to make a final flight on the upper deck, so flew Premium Economy in seat 22A (which coincidently is the same same seat I flew on last year in my NZ8 review). Row 22 is an exit row featuring unlimited legroom, but does torment anybody sitting here with a great view of the lie flat Business Premier seats!
There are many similarities between Premium Economy and Business Premier on Air New Zealand. Both receive noise cancelling headphones (which are significantly better than regular headphones, but pale in comparison to my Bose QC15s), an amenity kit, and similar food and wine menus. The most significant difference being that Premium Economy meals are served in regular airline food trays, whereas Business Premier meals are fully plated up.
After we’d reached cruise altitude menus and hot towels were distributed around the cabin.
To begin – a salad of crab and smoked salmon, washed down with a glass of Mumm Champagne.
Followed by seared miso glazed cod (and another glass of Mumm!). Desert was a strawberry and ginger mousse. All three courses were delicious. Flying in premium cabins means premium alcohol offerings, and the crew seemed very happy keeping peoples glasses full.
After dinner I decided to check out the in flight entertainment system, and that’s when things started to go astray. Due to the age of this aircraft it still has a rather ancient non touch screen Rockwell Collins system which only features a 4:3 aspect ratio rather than 16:9 widescreen. On this particular plane it was certainly showing it’s age. I’d heard from other friends who had flown on this aircraft in recent weeks that the system was experiencing problems, and it’s safe to say that was an understatement. A full system reboot didn’t fix the problems which include skipping and loss of video and audio sync, and the system was pretty much unusable as a result. Lucky I had content on my laptop to watch instead.
The IFE if it had been working – a good selection of movies, music, radio channels and games. The same Rockwell Collins system is present on Air New Zealand’s fleet of 777-200 aircraft, but these are currently in the process of being refitted with new seats and a new Panasonic eXlite IFE system.
After a good sleep I woke up not long before the breakfast service commenced. Being a little peckish I checked out the snack bar which is available throughout the flight for Premium Economy and Business Premier customers. This featured grapes, apples, vege crisps, Whittakers chocolate bars, muesli bars, Cookie Time chocolate chip cookies and bottled water.
Breakfast was a bit of a mixed bag. The fruit was nice, but the croissant was a little squashed and not flaky. The quesadilla tasted great, but to be honest was a little too greasy for a meal at 0400 in the morning.
Our arrival into Auckland was smooth and there were no delays with priority bags which were starting to appear just as I arrived at the baggage carousel. Within a few minutes I’d checked my bags at the domestic transfer desk and was on my way to the domestic terminal to wait for my flight to Wellington.
Overall the flight was a good one, however it’s very clear that this is one plane that’s well and truly served it’s time and is due for replacement. The same crews that crew the 747 also crew the other long haul 777-300 and 777-200 aircraft so the level of service is the same, however the fit out of a newer 777-300 aircraft is superior in every way, and the Panasonic IFE system on the newer 777-300 aircraft is so superior it’s like comparing night and day.
October 1998 – September 2014
Unless you’ve been living under a rock you’ll know that the Commerce Commission last year announced plans to cut the price of regulated xDSL based broadband products in NZ. UBA (Unbundled Bitstream Access) is the base Chorus wholesale product that every ISP uses to deliver xDSL based broadband (ADSL, ADSL2+ and VDSL2) in New Zealand.
In recent months there has been a lot of discussion within the NZ telco space about Chorus plans to offer a new commercial xDSL based product. This commercial product will offer vastly superior performance than the current regulated offering, but will come at a price premium. Opinion in the industry is split over these moves – some see it as very smart move by Chorus to offer end users an enhanced product; some see it as a cynical move by Chorus to make price cuts irrelevant and force ISPs to pay extra (in effect maintaining the current price) for Boost products to meet the growing demand from data hungry customers.
My personal view is that it’s proof the Commerce Commission are inept and lack any real understanding of the broadband space they’re currently trying to regulate. Essentially they’ve been pwned by Chorus who’s plan is to offer a commercial xDSL offering to ISPs capable of delivering an average of 5Mbps per user over a 15 minute period, while users of the Commerce Commission regulated offering are stuck with an outdated regulated product with a regulated design target of 32kbps per user delivered over a 15 minute period. The fact the Commerce Commission publically see no issue with a handover dimensioning target of 32kbps per user in 2014 shows a real lack of understanding of the industry they’re overseeing.
The Commerce Commission today released the latest Chorus submission on their Boost offerings, which you can read here.
In that submission where some very interesting stats on broadband usage and data caps in New Zealand which you can see below. Namely that:
Chorus stats now put the average NZ internet usage at 41GB per month as of mid 2014
And the following chart showing the mix of caps
All we need now is Air NZ inflight WiFi - which is something that has been rumored for some time with the launch last year of coverage in the South Pacific and the installation of a ground uplink station in Adelaide by Panasonic Aviation who provide Air NZ's Inflight Entertainment (IFE) system on their new aircraft.
Air New Zealand customers will be some of the first in the Asia Pacific region to be able to use their handheld portable electronic devices in non-transmitting mode for the entire duration of their flights following approval from the New Zealand Civil Aviation Authority. From 16 July the airline will allow the use of handheld portable electronic devices including tablets, smartphones, e-readers and mp3 players during all phases of flight provided the devices are in flight mode. Previously customers could not use their devices during the taxi, take-off and landing phases of flight.
Initially this option will be available to customers travelling on domestic and international services operated by Airbus A320 and Boeing 787-9, 777-200 and 777-300 aircraft with plans to include Air New Zealand’s regional turbo prop and Boeing 767-300 fleets over time, subject to regulatory approval.
Air New Zealand’s General Manager Customer Experience Carrie Hurihanganui says extending the use of electronic devices to all phases of flight will further enhance the customer journey.
“We are living in a digital age where the majority of our customers use electronic devices while travelling. Today’s announcement will give customers further freedom to use their handheld devices to take photos, listen to music or watch pre-loaded movies gate to gate.
“Air New Zealand prides itself on being a leader in innovation and technology and continues to actively explore what can be done to make the travel experience easier and more enjoyable for our customers.”
Last year the US Federal Aviation Administration published guidance allowing for the expanded use of portable electronic devices following analysis by experts from airlines, aircraft manufacturers, pilots associations, cabin crew and mobile technology manufacturers.