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Old January 30th, 2011, 03:09 AM   #601
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Emirates to offer four more flights to Vienna

Austrian Airlines reduces Dubai seat capacity


Arno Maierbrugger, Deoputy Business Editor

January 30, 2011


Emirates will offer four additional weekly flights to Vienna starting with the summer timetable, the Austrian branch of the company announced last week. In addition to the daily flight with a Boeing 777-300 the airline will deploy an Airbus 340-500 for additional flights on Tuesday, Wednesday, Friday and Sunday.
According to Martin Gross, Emirates country director for Austria, Hungary and Slovakia, the new flights "confirm the successful work we are doing in Austria." He added that the new additional flight schedules make it possible to connect Vienna with far more destinations. With the new flights, the seat number on the route will rise by 40 per cent.
The new flight from Vienna to Dubai leaves at 10.50pm and arrives in Dubai at 6.30am, which provides direct connections to 11 destinations in Africa and better accessibility of flights to India, the Far East and Australia, the airline said. In the other direction, the new connection will leave Dubai at 5.15pm to arrive in Vienna at 9.20pm.

Cargo boost
The new flights will also be used for extended cargo transport, as each flight can accommodate 15 tonnes of freight.
Meanwhile, Austrian Airlines, which also serves the Dubai-Vienna route, said it will continue flying to Dubai, but with a smaller plane. The Austrian carrier, which is part of the Lufthansa group, has already reduced its two daily flights to Dubai to one lately, and now says it will fly with a Boeing 767-300 instead of the 777-200, according to Austrian Airlines spokeswoman Ursula Berger. This means a reduction of seats by one quarter.
Last week, it emerged that Austrian airline Niki, a discount carrier founded by former Formula One driver Niki Lauda, and Emirates are in talks about a cooperation pact. Niki CEO Otmar Lenz confirmed to the Austrian Press Agency APA that the cooperation between Niki and Emirates will commence with the summer timetable.

No code sharing
However, he said that only onwards and connecting flights ("interlining") will be offered but no code sharing. There are currently no plans for code sharing between Niki and Emirates, he said.
Both Emirates and Niki will be tough competition in the future for Austrian Airlines, whose regional focus has been changed since it was taken over by Lufthansa group in 2009. Austrian Airlines, a member of Star Alliance, signed a code share agreement with Kuwait's Wataniya Airways in 2010, its first agreement of this kind with a Gulf-based airline.
Interestingly, Austrian Airlines charter arm Lauda Air was founded by Niki Lauda and sold to the airline in 2000. His new airline Niki, which now competes with Austrian Airlines, was launched in 2003.

http://gulfnews.com/business/aviatio...ienna-1.754132
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Old January 30th, 2011, 07:07 AM   #602
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^ No wonder Lufthansa and Germany have been so vocal these days.
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Old January 31st, 2011, 04:41 AM   #603
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Old February 2nd, 2011, 08:43 PM   #604
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Old February 3rd, 2011, 09:30 PM   #605
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Originally Posted by hkskyline View Post
^ No wonder Lufthansa and Germany have been so vocal these days.
Where are they vocal? They only answer when they are questioned. It's EK spokespersons who can't stop whining and complaining these days.
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Old February 4th, 2011, 07:55 PM   #606
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Where are they vocal? They only answer when they are questioned. It's EK spokespersons who can't stop whining and complaining these days.
Besides the diplomatic spat between Canada and the UAE over increased flights and allegations of state protectionism of Air Canada and its Star partner Lufthansa, Lufthansa has also logged some opposition of late :

Lufthansa wants to deny Emirates slots in Berlin-paper
Reuters

DUBAI, Jan 17 - German airline Lufthansa <LHAG.DE> wants Emirates airline [EMIRA.UL] to be denied landing slots at Berlin's new airport, saying the Dubai-based carrier had an unfair advantage, according to a UAE newspaper on Monday.

The spat between the two airlines is the latest bid by an international carrier to limit fast-growing Emirates' access to their home markets.

The National newspaper quoted a Lufthansa spokesman as saying Emirates' access to German airports had led to "unequal" air traffic between the two countries.

"We think there is a big imbalance in the allocation of slots," Lufthansa spokesman Wolfgang Weber told the newspaper.

He said Emirates already flies to four airports in Germany while Lufthansa only flies to one destination in Dubai.

"They have between five and six times more business on that route as a result."

"There is no bilateral air traffic relationship with any other country that is as unequal as between Germany and Dubai," he was quoted as saying.

Emirates airline told Reuters on Monday that it would continue to seek access to Berlin and Stuttgart as additional points of call in Germany.

"Emirates' services to Berlin and Stuttgart, both of which remain underserviced in terms of scheduled intercontinental routes, would benefit trade, investment, tourism and employment in the two cities, their surrounding regions and nationwide in Germany," the airline said in a statement.

The incident follows tension between the United Arab Emirates and Canada over landing rights for UAE airlines including Emirates and Etihad Airways.

Emirates, the Arab world's largest carrier, has been lobbying the Canadian government to boost its thrice-weekly direct flights to Toronto and more Canadian destinations, with support from the UAE government, but failed to gain greater access.

That triggered a UAE government decision to end access to a military base used by the Canadian military to support troops in Afghanistan.
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Old February 5th, 2011, 02:30 PM   #607
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OMG, you really think this article prooves your point? The article doesn't tell anything new. The bilateral between Germany and the UAE exists for years. It's one of the most liberal ones the UAE have, allowing them as much flights with as much capacity as they want, also fifth freedom rights. There's only one restriction and that's the number of destinations (originally limited to 3 for both sides, later extended to 4 for UAE carriers). Since the UAE can't offer the least in return and the bilateral already allows far more than the O&D traffic demands, extending the bilateral would come close to open skies, from which only the UAE carriers would benefit, while hurting the German side. EK's and EY's gain to funnel all traffic between Europe and Asia/Africa/Australia through their respective hubs in the middle of nowhere, hurting market share and thus nonstop options of traditional carriers and routes. So there's no need to change the bilateral. That's fact, and will remain so in the future. Lufthansa answers this (as there's no need to say something different) if they are asked and that's all about it. They don't do offenses as they don't have any reason for it. Only the UAE side (EK spokespersons and UAE newspapers) can't stop bringing this old issue up again and again.

Last edited by Rohne; February 5th, 2011 at 02:37 PM.
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Old February 5th, 2011, 03:49 PM   #608
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Old February 6th, 2011, 07:16 AM   #609
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Mystery shrouds nasty dispute with Emirates
5 February 2011
Guelph Mercury

OTTAWA -- Mystery and suspicion are staples of this capital's political diet. They're a meal in themselves in the costly feud between Canada and the United Arab Emirates over airline landing rights.

The mystery is why supposedly free-market Conservatives sacrificed public interest to protect privately owned Air Canada from competition. The suspicion is that scratch-my-back politics influenced the decision to block added flights by twin U.A.E. airlines.

Air Canada and its Star Alliance partner Lufthansa are the dispute's clear winners. Air Canada's feeder flights connecting to Lufthansa's lucrative Far East service are insulated from tough, some say subsidized, Emirates competition.

Canadian taxpayers are the obvious losers. Lost in the nasty finger-pointing and reprisals is Ottawa's free use of this country's forward operating base for the Afghanistan mission, a $300-million setback that has the military scrambling for a secure replacement in a region now roiling in turmoil.

Air Canada defends the decision as consistent with long-standing, supply-and-demand transportation policy while Conservatives warn that tens of thousands of Canadian jobs are at stake. Industry analysts question the benefit to consumers and say the impact on domestic labour is wildly exaggerated.

Claim and counter-claim course through all political controversies. This one adds a back-story rich in allegations of shifting loyalties, dirty election tricks, and favours rewarded.

Central to that story is Duncan Dee, Air Canada's chief operating officer. Dee, a disaffected former Sheila Copps Liberal now close enough to the Conservatives to be appointed a Museum of Civilization trustee, is credited with bettering Emirates in a fierce landing rights lobbying battle.

A silent Dee might have stayed in the background.

Instead, he raised lobbyist eyebrows and political hackles by taking public exception when Liberal Leader Michael Ignatieff and foreign affairs critic Bob Rae bashed the Conservatives for abandoning consumers and market principles while jeopardizing national interests.

Lobbyists were startled that a senior executive in their sensitive business would be so seemingly partisan in confronting a party that one day may be back in power. Liberals were not surprised. They trace hard feelings to Paul Martin's treatment of Copps during the 2003 Liberal leadership contest and accuse Dee of pulling a campaign plane out from under then leader Stephane Dion as the 2008 federal election began.

Liberals insist Dee reneged on a verbal commitment to supply an aircraft. Left in the 11th hour lurch, Dion stumbled around by bus before suffering the added embarrassment of campaigning for climate change while flying an old, polluting plane.

Dee says there was no commitment, that the Liberals are blaming him for their own leasing failure and that connecting the election campaign to the U.A.E. decision smacks of conspiracy theory. He frames his Ignatieff and Rae responses as nothing more than support for a Conservative policy protecting Air Canada and the domestic industry.

Truth is elusive here where backroom business is done with a wink and a nudge. Still, what's known is worth considering.

First, by linking landing rights to the closure of Camp Mirage the U.A.E. recklessly poured fuel on an open fire. Canada then overreacted by ratcheting the rhetoric and stakes higher.

Second, not all Conservatives were convinced that protecting a private company was in the best public interest. The issue so divided Stephen Harper's cabinet that Defence Minister Peter MacKay theatrically appeared on Parliament Hill wearing an Air Emirates baseball cap.

That unusual breach of solidarity only adds another layer of political suspicion to a lingering public policy mystery.
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Old February 6th, 2011, 07:19 AM   #610
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Originally Posted by Rohne View Post
OMG, you really think this article prooves your point? The article doesn't tell anything new. The bilateral between Germany and the UAE exists for years. It's one of the most liberal ones the UAE have, allowing them as much flights with as much capacity as they want, also fifth freedom rights. There's only one restriction and that's the number of destinations (originally limited to 3 for both sides, later extended to 4 for UAE carriers). Since the UAE can't offer the least in return and the bilateral already allows far more than the O&D traffic demands, extending the bilateral would come close to open skies, from which only the UAE carriers would benefit, while hurting the German side. EK's and EY's gain to funnel all traffic between Europe and Asia/Africa/Australia through their respective hubs in the middle of nowhere, hurting market share and thus nonstop options of traditional carriers and routes. So there's no need to change the bilateral. That's fact, and will remain so in the future. Lufthansa answers this (as there's no need to say something different) if they are asked and that's all about it. They don't do offenses as they don't have any reason for it. Only the UAE side (EK spokespersons and UAE newspapers) can't stop bringing this old issue up again and again.
But they offer choice, because passengers can choose between nonstop and 1-stop services. Lufthansa gets a lot of feeder traffic from its Star Alliance partners through Frankfurt just like what Emirates does with Dubai and Qatar with Doha. It's the same concept. Can you argue Lufthansa is hurting other airlines that fly their citizens nonstop from their home countries?

If Lufthansa was interested in using the Middle East to funnel transit traffic, then they can clearly gain in an open skies agreement. But it's a bit ironic under the capitalist system, airlines are complaining their industry should be 'less free'.
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Old February 7th, 2011, 04:36 PM   #611
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Emirates find French skies are friendlier
7 February 2011
The Toronto Star

DUBAI -- A worried national carrier, dire predictions of big job losses and Chicken Little warnings that the sky will fall.

That's what faced the United Arab Emirates when it went knocking on France's door seeking approval for its airlines to fly more often to French airports.

But unlike Canada, where Ottawa rejected the U.A.E's request for more flights, citing similar concerns, France gave the green light to more service just over a week ago - despite opposition from Air France, which had warned it would mean lost business and lost jobs.

France gave Emirates and Etihad clearance to boost flights to 60 a week, up from the former 35.

Emirates airline officials couldn't help but notice the contrast with their experience in Canada, where the federal government rejected the sheikdom's request for eight more flights a week into Toronto (there are currently six a week) and consideration of flights into Western Canada.

That rejection last fall has since escalated into a serious diplomatic row between the two nations.

"The French strongly believed, despite very significant protests from Air France, that there was a twofold case for improvement," said Andrew Parker, a senior vice-president at Emirates.

"One, there was real traffic demand on the routes, very high load factors ... and secondly, they genuinely realized the worth of the broader bilateral relationship ... French goods and services sold into the U.A.E.," he said.

"In the case of Canada, it unfortunately was very difficult to win the argument on those two fronts," he said.

Saif Mohammed al Suwaidi, director of the U.A.E.'s civil aviation authority, expressed pleasure at winning the extra access to French airports. And he couldn't help but highlight Ottawa's failure to budge on the U.A.E.'s long-standing request.

"(Canada) should decide how to get along with us on this very sensitive issue," al Suwaidi told the National newspaper, based in Abu Dhabi.
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Old February 7th, 2011, 05:12 PM   #612
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Quote:
Originally Posted by hkskyline View Post
Emirates find French skies are friendlier
7 February 2011
The Toronto Star

DUBAI -- A worried national carrier, dire predictions of big job losses and Chicken Little warnings that the sky will fall.

That's what faced the United Arab Emirates when it went knocking on France's door seeking approval for its airlines to fly more often to French airports.

But unlike Canada, where Ottawa rejected the U.A.E's request for more flights, citing similar concerns, France gave the green light to more service just over a week ago - despite opposition from Air France, which had warned it would mean lost business and lost jobs.

France gave Emirates and Etihad clearance to boost flights to 60 a week, up from the former 35.

Emirates airline officials couldn't help but notice the contrast with their experience in Canada, where the federal government rejected the sheikdom's request for eight more flights a week into Toronto (there are currently six a week) and consideration of flights into Western Canada.

That rejection last fall has since escalated into a serious diplomatic row between the two nations.

"The French strongly believed, despite very significant protests from Air France, that there was a twofold case for improvement," said Andrew Parker, a senior vice-president at Emirates.

"One, there was real traffic demand on the routes, very high load factors ... and secondly, they genuinely realized the worth of the broader bilateral relationship ... French goods and services sold into the U.A.E.," he said.

"In the case of Canada, it unfortunately was very difficult to win the argument on those two fronts," he said.

Saif Mohammed al Suwaidi, director of the U.A.E.'s civil aviation authority, expressed pleasure at winning the extra access to French airports. And he couldn't help but highlight Ottawa's failure to budge on the U.A.E.'s long-standing request.

"(Canada) should decide how to get along with us on this very sensitive issue," al Suwaidi told the National newspaper, based in Abu Dhabi.
If EK had been an honest partner from the start then they wouldn't be in this situation... they have been belligerent from the beginning when Canada gave UAE 3x weekly, with an automatic increase to 6x weekly after 2 years as they do with EVERY new bilateral. Further gradual increases in frequency as traffic/demand dictates.
Those further increases are tied to O+D demand for ALL new bilaterals. What UAE wanted at the beginning (circa 2005) was special treatment and 7x weekly from the onset. Canada said no... Emirates refused to start service which was well within their right. Etihad took up 3 of those 6x weekly frequencies and Emirates quickly realized that if they didn't act quickly before Etihad got more aircraft and took up the remaining 3, they could be shut out of Canada altogether!

If EK had been a little more patient and less passive/aggressive today they most likely would have had their daily service in place. But Canada doesn't like being bullied, especially by some two-bit nation with delusions of grandeur.

The EK service to YYC and YVR is BS because it was offered i.e. "Fly to YYC or YVR with the additional 6 frequencies (3 for EK/EY respectively) for a period of 1-2 years and we'll give you 14x weekly into YYZ again split evenly between EK/EY" UAE flatly refused.

What's that statement about not learning from your mistakes thus causing one to repeat them. EK's response last year sounds very familiar to their stance in 2005. So who really is being intransigent?

BTW can you post a link to the article... I can't find it on the Toronto Star's site.
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Old February 7th, 2011, 06:47 PM   #613
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Old February 7th, 2011, 07:18 PM   #614
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@hkskyline:
1. Competition with the Gulf carriers is far from being a level playing field (low labour costs, fuel prices, governmental support (just look at the dispute about Canada rights where the UAE even involved military and other issues), empty seats buyed by the government, cheap loans, etc vs. high labour costs, taxes and fees, night curfews, environmental issues, etc). Making Open Skies (granting the UAE more access would already come close to it) and thus letting distorted markets decide can be extremely counterproductive. You can see victims of the Gulf carriers already if you look at India, Europe-Pakistan, Europe-Manila, BA's Asia network, etc...
2. LH at FRA, MUC and DUS serves mainly the O&D traffic between Germany and its nonstop destinations, the connecting flights are only important to gain enough traffic so the long haul flights can be profitable and frequencies (twice daily FRA + 1 daily DUS + MUC is the maximum long haul frequency in LH's network) can be sustained at high enough level for being convenient for business pax. Dubai instead has very little O&D, nearly all of EK's destinations are solely based on connecting traffic, ripped from other carriers destroying the market for more valuable nonstop options.
3. Berlin and Germany already has more than enough one stop options. This case is all about connecting traffic beyond Dubai. But Germany's economy needs nonstop options from its airports (which are in danger with Emirates gaining more and more access to Germany) and not one-stop options via Dubai!!
4. There's not the slightest benefit for Europeans (airlines as well as citizens) making the Middle East their transportation hub (as already said: we need nonstop options!!).
I'm so tired of this silly discussion again and again. So stop bothering me with this rubbish. I've only written here to hint that it's the UAE side who is whining and complaining about this topic and definitely not LH (as you suggested)!
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Old February 7th, 2011, 07:31 PM   #615
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@hkskyline:
1. Competition with the Gulf carriers is far from being a level playing field (low labour costs, fuel prices, governmental support (just look at the dispute about Canada rights where the UAE even involved military and other issues), empty seats buyed by the government, cheap loans, etc vs. high labour costs, taxes and fees, night curfews, environmental issues, etc). Making Open Skies (granting the UAE more access would already come close to it) and thus letting distorted markets decide can be extremely counterproductive. You can see victims of the Gulf carriers already if you look at India, Europe-Pakistan, Europe-Manila, BA's Asia network, etc...
2. LH at FRA, MUC and DUS serves mainly the O&D traffic between Germany and its nonstop destinations, the connecting flights are only important to gain enough traffic so the long haul flights can be profitable and frequencies (twice daily FRA + 1 daily DUS + MUC is the maximum long haul frequency in LH's network) can be sustained at high enough level for being convenient for business pax. Dubai instead has very little O&D, nearly all of EK's destinations are solely based on connecting traffic, ripped from other carriers destroying the market for more valuable nonstop options.
3. Berlin and Germany already has more than enough one stop options. This case is all about connecting traffic beyond Dubai. But Germany's economy needs nonstop options from its airports (which are in danger with Emirates gaining more and more access to Germany) and not one-stop options via Dubai!!
4. There's not the slightest benefit for Europeans (airlines as well as citizens) making the Middle East their transportation hub (as already said: we need nonstop options!!).
I'm so tired of this silly discussion again and again. So stop bothering me with this rubbish. I've only written here to hint that it's the UAE side who is whining and complaining about this topic and definitely not LH (as you suggested)!
So the problem lies with carriers offering one-stop service that is less convenient but ironically is able to compete better against nonstop services? So what is Lufthansa doing to be more competitive?

I think there is substantial connecting traffic out of FRA and MUC given several Star Alliance carriers fly there already. It appears Dubai has found a far more successful connecting traffic business model than the 'conventional' carriers - yet they run much higher risks since they don't have a big enough domestic market to actually draw enough local business to sustain all these routes. Makes you really wonder why can't the legacy carriers achieve so much more with much better circumstances ...
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Old February 8th, 2011, 11:28 AM   #616
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BTW can you post a link to the article... I can't find it on the Toronto Star's site.
I don't see it on their website either, but I see it in my newswire terminal. The author is Bruce Campion-Smith.
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Old February 8th, 2011, 02:54 PM   #617
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I post that here as well as it talks a lot of Emirates.

Really good report on John Leahy, "The man who sold the sky" :

http://graphics.thomsonreuters.com/specials/Leahy.pdf
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Old February 8th, 2011, 06:23 PM   #618
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Source:http://www.businesstraveller.com/new...d-to-codeshare
Quote:
Etihad and Air New Zealand to codeshare
Published: 08/02/2011 - Filed under: News »

Etihad Airways and Air New Zealand are to codeshare on flights to Sydney, Auckland and Heathrow as part of the upcoming summer schedule.

Etihad’s EY code will be added to ANZ’s flights between Sydney and Christchurch, Rotorua, Wellington and Queenstown, and also on services between Brisbane and Auckland, Brisbane and Christchurch, and Beijing and Auckland.

ANZ’s flights into Melbourne from Auckland, Wellington and Christchurch will also carry the EY code.

ANZ will add its NZ code on all Etihad flights to London Heathrow, plus its 11 flights per week from Abu Dhabi to Sydney, three flights to Brisbane, seven to Melbourne and three from Beijing to Abu Dhabi.

As part of the deal, the Air New Zealand Airports and Etihad Guest frequent flyer programmes will be integrated allowing members to earn points when flying on either airline.

The new codeshares go on sale from the end of February, subject to regulatory approval, for travel from the end of March.

Etihad said the codeshares strengthened its “commitment to Australasia”, complementing its Virgin Blue alliance launched last year (see online news August 26).

For more information visit etihadairways.com, airnewzealand.com.

Report by Andrew Gough
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Old February 8th, 2011, 06:25 PM   #619
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WestJet sees partnership potential with Emirates
Calgary-based airline ‘would not oppose' more landing rights in Toronto for Persian Gulf carrier
8 February 2011
The Globe and Mail

WestJet Airlines Ltd. envisages signing up Emirates Airline as a partner in the long term, holding out hope that Ottawa will eventually grant extra landing rights in Toronto to the Persian Gulf carrier.

WestJet would benefit from flying passengers to and from Toronto, where they could connect with Emirates' flights to and from Dubai, said Hugh Dunleavy, WestJet's executive vice-president of strategy and planning.

Calgary-based WestJet and Emirates, owned by the Dubai government, have exchanged several e-mails on potentially working together. But with the Middle East carrier limited to only three flights a week in Toronto, WestJet would prefer to await more landing slots for Emirates before embarking on any partnership talks, Mr. Dunleavy said in an interview Monday.

“We would like to see more open access to the Canadian market,” he said. “We would not oppose more landing rights in Toronto for Emirates. WestJet can move traffic out of Toronto to the rest of our network.”

Last fall, Ottawa rejected requests from the United Arab Emirates for increased landing rights in Toronto for the Arab country's carriers.

Air Canada and its Star Alliance partner, Germany's Deutsche Lufthansa AG, oppose Emirates' strategy to expand in Canada, saying their Frankfurt airport hub would lose lucrative international traffic to their rival's Dubai hub.

Emirates also wants to introduce Calgary-Dubai and Vancouver-Dubai routes, but Mr. Dunleavy cautioned that WestJet stands to lose connecting traffic under such western expansion plans, so he's counting on Emirates to devote its energy to acquiring daily service in Toronto and leave Western Canada alone.

Mr. Dunleavy said WestJet will focus this year on potential international partners that already have a minimum of daily service into Canada, relegating Emirates to the backburner for now, though talks are possible in 2012.

He made the comments after WestJet added Delta Air Lines Inc. of Atlanta to its growing list of “interline” arrangements, whereby WestJet and foreign carriers co-operate on flights and baggage handling, making it easier for passengers on inbound trips to catch WestJet's connecting, domestic service.

WestJet also has interline deals with Air France-KLM, Taiwan's China Airlines, Hong Kong-based Dragonair and American Airlines Inc. of Fort Worth, Tex. A preliminary interlining deal with British Airways PLC is expected to take effect later this year.

The interlining contracts are designed to evolve into even greater co-operation in the form of “code-sharing” pacts that go deeper into areas such as electronic ticketing. WestJet has confirmed one code-sharing deal so far, with Hong Kong-based Cathay Pacific Airways Ltd.

Cathay, British Airways and American are three of the founding members of the Oneworld alliance of global carriers. Delta and Air France-KLM are part of SkyTeam.

Delta will be a “robust” interline partner for WestJet, providing more Canadian gateways than American's schedule offers, said Robert Kokonis, president of airline consulting firm AirTrav Inc. He noted that WestJet likes the flexibility of signing partners from both Oneworld and SkyTeam, instead of siding with a single global airline alliance.

WestJet is looking to gradually broaden its partnerships in Europe and Asia, while seeking to co-operate with foreign carriers in the Middle East and South America.
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Old February 10th, 2011, 09:36 AM   #620
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Emirates set to take first A380 to Kuwait

9 February, 2011

One-off service to commemorate 50th Kuwait National Day

Emirates will operate the first ever A380 service into Kuwait this month, in honour of the country’s National Day.

Operating into Kuwait National Airport, on 26th February, the one-off Emirates A380 service will be the world’s first superjumbo to touch down in Kuwait, a significant milestone for Emirates and its operations in Kuwait.



Emirates will operate the first ever A380 service into Kuwait this month, in honour of the country’s National Day.

“Kuwait will celebrate its 50th National Day on the 25th February and to honour this historic occasion we will operate our award-winning A380 aircraft into Kuwait International Airport,” said Ahmed Khoory, Emirates’ Senior Vice President Commercial Operations Gulf, Middle East and Iran.

“Our customers in Kuwait are eager to try our A380 services and we have worked closely with the Kuwaiti authorities to make this possible. We have operated services into Kuwait since 1989 and although we have no immediate plans to operate an A380 on the route permanently, we remain committed to providing customers in Kuwait with convenient flight and onward connection times through our Dubai hub,” said Khoory.

Emirates flight EK857 will depart Dubai at 14:55 on 26th February and will arrive in Kuwait at 15:40 the same day. The return flight, EK858, will depart Kuwait on 26th February at 18:10 arriving in Dubai at 20:40 the same day. The mammoth aircraft can accommodate 489 passengers with 399 in Economy Class, 76 in Business Class and 14 in First Class.

Kuwait Airport is well equipped to handle the colossal A380 with their new terminal A380 operational since November last year.

The flight will operate as a regular commercial flight and tickets to travel on the flight can be booked through www.emirates.com

“This will be an exciting moment for Emirates and Kuwait and we are confident that the operation of the A380 into Kuwait will be well received by all including the many plane spotters jostling to get a good view as it comes to land,” added Khoory.

Emirates currently has 15 A380’s in it’s fleet operating to 12 destinations including; London Heathrow, Paris, Seoul, Hong Kong, Sydney, Auckland, Toronto, Manchester, New York, Jeddah, Bangkok and Beijing. A further 75 A380’s are on order.

Emirates currently operates four daily flights into Kuwait serviced by a mixture of Boeing 777 and Airbus A330 aircraft in three class configurations.

http://www.emirates.com/english/abou...38039&offset=0
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