|Quoting zkojq (Reply 87):|
Wow. We've really started clutching at straws, haven't we?
Haha well Tim Clark, sorry, Sir Timothy Charles Clark KBE
has made accusations of subsidies in the U.S., so if they are true about U.S. airlines, which if anything is the opposite due to inefficient government airline policy, then surely he objects to other U.S. subsidies as well.
|Quoting david_itl (Reply 85):|
Is this the same EK operating out of DXB which has 140 airlines serving it and 270 destinations available? EK flies to 142 destinations so roughly 52.6% of DXB routes have EK on them.
DXB handled 70,475,636 last year with EK having approx 45 million on them. Roughly 63.8% of the passengers.
Hardly a massively dominating force. Perhaps one of our American friends can do a similar exercise for DL at ATL for comparative purposes (and include all the regionals who fly for them as if DL sees fit to have them fly in their colours, it's only natural for passengers to think they are on DL).
You missed my entire point. Emirates market is based off one airport to the country, er, Emirate, whose flag they fly and serve, which is not a complex issue (I grant running an airline is complicated, but you know what I mean). Let's take just
Delta as an example. Atlanta handled about 94,500,000 passengers in 2013, of which Delta's share of traffic was 60%, equaling 56,700,000 in one year, in one airport. Now DXB
handled 70,500,000 in 2014, of which Emirates is 64% share, which is 45,120,000 in one year. Therefore, DL
alone handles 11,580,000 more passengers in one year, in one airport, than Emirates handles total. So if we take the fact that the US3 are competing with a great many aforementioned smaller carriers (in my earlier post) in a great many airports just domestically, let alone internationally, I would say the Emirates has it very easy.
Now Etihad and Emirates may compete for traffic, but Qatari traffic is likely independent to a significant degree. So the ME3 only handle international travel, and each of the musketeers have but one main hub, whereas Delta has 13, United has 9, and American has 5. So the US3 have to deal with both domestic and international travel, a much more massive market base, far more competitors, far more airports, and far fewer destinations. Because of domestic travel, the US3 must have a great variety of aircraft in their fleet, many more being narrowbodies whose short routes are less efficient, and require more total crew, and coupled on all of this must do it in a relatively strict regulatory environment with the most despised security force (TSA
) anywhere and with laws that actually prevent discrimination, whereas at least Qatar, and most likely Etihad and Emirates can pay very cheap wages and poor working conditions. And unlike the US3, the ME3 aren't expected to be charities.