FLY777UAL From United States of America, joined May 1999, 4512 posts, RR: 3 Posted (7 years 9 months 1 hour ago) and read 2852 times:
Just curious and not sure if it has been mentioned on here, but with the new US-EU Open Skies Agreement, are the traffic and beyond rights applicable to all of the overseas territories still claimed (in whatever capacity) by one of the EU Member States?
Sflaflight From United States of America, joined Nov 2005, 1183 posts, RR: 1
Reply 1, posted (7 years 8 months 3 weeks 1 day 3 hours ago) and read 2648 times:
Actually it's valid question,
I assume if the territory is dependent on a EU state, then yes. So Martinique and Guadaloupe yes. Netherland Antilles, Aruba and Faroe Island/Channel Islands no as they are part or associated to an EU state, but not part of the EU itself. What could be interesting is possibly in the carribean or the South Pacific where US airlines would have carte blanche to continue on to other destinations. Might not be profitable though. Something to think about for sure.
VV701 From United Kingdom, joined Aug 2005, 8112 posts, RR: 25
Reply 2, posted (7 years 8 months 3 weeks 1 day 2 hours ago) and read 2602 times:
Quoting Sflaflight (Reply 1): What could be interesting is possibly in the carribean or the South Pacific where US airlines would have carte blanche to continue on to other destinations.
None of the extra-European EU territories would appeal as a destination to any airline apart from an airline of the country associated with that territory. So while French airlines would be interested in flying to the likes of French Guiana, French Polynesia and Reunion they are unlikely to ever appeal to other EU airlines like BA or US airlines like UA.
Before World War II the range of airliners was very limited. So, for example, the Imperial Airways service from the UK to South Africa had already stopped four times (at Marseille, Rome, Brindisi and Athens) before its first stop in Africa at Alexandria on the north Egyptian coast. But today with the extended range versions of modern aircraft there are few routes that even require one stop and I doubt that there are any potentially profitable routes where a stop is required where a much more viable alternative to one of the EU extra-Europe territories is not available.
Interestingly there is also a converse situation touched on by Sflaflight in Reply 1. While the British Crown Dependencies of the Channel Islands and the Isle of Man are part of the British Isles they are not part of the United Kingdom of Great Britain and Northern Ireland and are not part of the EU. Whether or not they were, at least in theory, covered by the Bermuda 2 agreement I do not know. But if they were then the agreement would have allowed US airlines in theory to fly from any US city direct to any of these islands (although runway length would be a likely problem). But these dependencies will not be part of the EU / US Open Skies Agreement. However - perhaps someone else can help here - as soon as the British government ratified that agreement it may well have automatically extended the agreements coverage to include both of these dependencies.
The only substantial European dependency (in terms of geographic size) that might just have some interest to US airlines (as a possible future tourist destination) is the Danish dependency of Greenland (which, like the Channel Islands and Isle of Man is outside the EU). However I guess with the state of Alaska being not that much geographically different, the future American demand for Greenland as a tourist destination will be small.