Etihad annuncia Jet Airways Sposta l'hub da BRU ad AMS
- Autore Discussione Mikkio
- Data d'inizio
Sbaglio o il piano pre-EY prevedeva il trasferimento dello scissor hub a MUC? In ottica di universo EY, come si potrebbe giustificare questa scelta invece di altre, ad esempio BER per sfruttare le sinergie con AB?
Ormai il rapporto di collaborazione con Skyteam è tale che AMS raccoglie sicuramente più traffico. BER è troppo decentrato per il grosso del traffico dell'europa occidentale.
Infatti dal primo link postato da Mikkio c'è scritto chiaramente che secondo James Hogan (CEO Etihad), la sinergia con KLM per le destinazioni su UK e Scandinavia, e le voci sulla possibile collaborazione con Delta sullo scalo olandese saranno fattori determinanti per una maggiore collaborazione di successo su AMS.
Chiaramente per l'olandese volante visto che io come lingua non la mastico affatto
Comunque grazie della precisazione!
Chiaramente grazie alla funzione "translate" di chrome. (l'olandese non lo mastico)Chiaramente per l'olandese volante visto che io come lingua non la mastico affatto
Comunque grazie della precisazione!
Finche non vedo gli aerei Jet ad AMS non ci credo, ricordatevi che avevano già dichiarato di volerlo spostare una volta a MUC e una altra addirittura a MXP, adesso è la volta di AMS, vedremo se è la volta buona ma sono indiani e cambiano idea ogni due minuti...
Tutto può essere, non dimenticarti però che adesso dietro a Jet c'è la strategia di una compagnia come EY che c'ha investito oltre 600mln, non bruscolini.
mi sembra che la situazione sia ben diversa visto che poi molto probabilmente i pax I9 andranno a feederare anche voli KL
Appunto, tre competitor di alleanza? Non bastavano KL e DL? Ci sarà una rimodulazione dell'offerta?
Vi posto anche questo articolo :
Virgin Australia alliance partner Etihad continues to go about building its Australia-Europe links the opposite way to Emirates with its partnership with Qantas.
Where Emirates flies in its own right into the major and often secondary and even tertiary cities in EU states from its Dubai super hub, Etihad is building code shares with European carriers in the opposite direction, into its neighboring ’boutique’ hub in Abu Dhai, from where it can fly Dutch, German and Italian airline customers onwards to Australia on its services.
It is like watching David (Etihad) and Goliath (Emirates) circling each other in the school yard sand pit, although it would be unwise to place bets on a win, loss or draw.
Today Etihad announced a further development in its strategic partnership with KLM Royal Dutch Airlines, which among many other things, means the Netherlands carrier is able to put its booking code on Etihad flights which serve Brisbane, Sydney and Melbourne.
James Hogan, Etihad Airways’ President and Chief Executive Officer, said: “The launch of Etihad Airways flights to Amsterdam demonstrates the deepening of our relationship with KLM as we anticipate great demand for the KLM codeshare flights beyond Schiphol Airport.
“The partnership with KLM follows Etihad Airways strategy of working closely with partners around the world and using their existing networks to feed secondary cities, as well as other areas of benefit to customers like reciprocal lounge access and frequent flyer ‘earn and burn’.”
The 12 additional destinations that Etihad Airways customers can now access through codeshare operations with KLM are Stockholm, Aberdeen, Barcelona, Bergen, Birmingham, Copenhagen, Edinburgh, Glasgow, Gothenburg, Helsinki, Leeds/Bradford and Madrid.
These cities join the first phase of cities served by KLM, which carry the EY code, Billund, Cardiff, Newcastle, Oslo, and Stavanger.
KLM now has its KL code on six Etihad Airways’ flights to Abu Dhabi, Brisbane, Khartoum, Male, Muscat and Seychelles.
These join the initial group of cities served by Etihad Airways – Colombo, Islamabad, Lahore, Melbourne, and Sydney – which also carry the KL code.
KLM quit the kangaroo routes to Europe in the 90s.
Etihad is devising these often immensely complex traffic agreements to get around the protective anti-Middle East carrier hysteria which is popular in the EU and UK , although it would never say so in such direct terms, as well as overcoming the advantages its longer established UAE competitor Emirates has enjoyed in taking up much of the air treaty capacity that was available between the United Arab Emirates and countries in Europe before the Abu Dhabi based carrier sought to emulate its larger rival.
Emirates in contrast has not as yet seen any need to seek a partnership with Lufthansa the way Etihad has with Air Berlin. And given some of the things Lufthansa has said about Emirates in the past, such a relationship might be as implausible as Qantas doing a deal with Emirates right up until May last year, when suddenly the once impossible became a reality.
For the Australian consumer, the message is that the major Middle East carriers, which also includes Qatar Airways, are constantly lining up new links via their respective national hubs to serve Europe.
For the stakeholders in Australia’s inbound tourism market, the news also means that the keys to getting more out of Europe including Russia, Turkey and the northern half of Africa are very firmly held by these ambitious and well funded airlines.
Cathay Pacific and Singapore Airlines may not see it this way, but if they want to stay relevant in the Australia-Europe game, they either need to do much more in response to the fast growing competition, or decide that Asia and China in particular is where they should put their focus.
Virgin Australia alliance partner Etihad continues to go about building its Australia-Europe links the opposite way to Emirates with its partnership with Qantas.
Where Emirates flies in its own right into the major and often secondary and even tertiary cities in EU states from its Dubai super hub, Etihad is building code shares with European carriers in the opposite direction, into its neighboring ’boutique’ hub in Abu Dhai, from where it can fly Dutch, German and Italian airline customers onwards to Australia on its services.
It is like watching David (Etihad) and Goliath (Emirates) circling each other in the school yard sand pit, although it would be unwise to place bets on a win, loss or draw.
Today Etihad announced a further development in its strategic partnership with KLM Royal Dutch Airlines, which among many other things, means the Netherlands carrier is able to put its booking code on Etihad flights which serve Brisbane, Sydney and Melbourne.
James Hogan, Etihad Airways’ President and Chief Executive Officer, said: “The launch of Etihad Airways flights to Amsterdam demonstrates the deepening of our relationship with KLM as we anticipate great demand for the KLM codeshare flights beyond Schiphol Airport.
“The partnership with KLM follows Etihad Airways strategy of working closely with partners around the world and using their existing networks to feed secondary cities, as well as other areas of benefit to customers like reciprocal lounge access and frequent flyer ‘earn and burn’.”
The 12 additional destinations that Etihad Airways customers can now access through codeshare operations with KLM are Stockholm, Aberdeen, Barcelona, Bergen, Birmingham, Copenhagen, Edinburgh, Glasgow, Gothenburg, Helsinki, Leeds/Bradford and Madrid.
These cities join the first phase of cities served by KLM, which carry the EY code, Billund, Cardiff, Newcastle, Oslo, and Stavanger.
KLM now has its KL code on six Etihad Airways’ flights to Abu Dhabi, Brisbane, Khartoum, Male, Muscat and Seychelles.
These join the initial group of cities served by Etihad Airways – Colombo, Islamabad, Lahore, Melbourne, and Sydney – which also carry the KL code.
KLM quit the kangaroo routes to Europe in the 90s.
Etihad is devising these often immensely complex traffic agreements to get around the protective anti-Middle East carrier hysteria which is popular in the EU and UK , although it would never say so in such direct terms, as well as overcoming the advantages its longer established UAE competitor Emirates has enjoyed in taking up much of the air treaty capacity that was available between the United Arab Emirates and countries in Europe before the Abu Dhabi based carrier sought to emulate its larger rival.
Emirates in contrast has not as yet seen any need to seek a partnership with Lufthansa the way Etihad has with Air Berlin. And given some of the things Lufthansa has said about Emirates in the past, such a relationship might be as implausible as Qantas doing a deal with Emirates right up until May last year, when suddenly the once impossible became a reality.
For the Australian consumer, the message is that the major Middle East carriers, which also includes Qatar Airways, are constantly lining up new links via their respective national hubs to serve Europe.
For the stakeholders in Australia’s inbound tourism market, the news also means that the keys to getting more out of Europe including Russia, Turkey and the northern half of Africa are very firmly held by these ambitious and well funded airlines.
Cathay Pacific and Singapore Airlines may not see it this way, but if they want to stay relevant in the Australia-Europe game, they either need to do much more in response to the fast growing competition, or decide that Asia and China in particular is where they should put their focus.
Non credo, mi sembra che la nuova sinergia KL-EY su AMS sia reciprocamente vantaggiosa.
Comunque credo che sia verosimile che alla fine, tra qualche anno, EY approdi in SkyTeam e con essa Air Berlin e Jet Airways.
In realtà, Air Berlin è entrata in OW il 20 giugno 2012 (se la memoria non mi inganna).
Sì lo so che è in OW.
Tuttavia le sinergie a lungo termine a mio avviso saranno sempre più verso ST, non sarebbe comunque il primo vettore a fare il salto della quaglia.