QF Ek Green Light
Has anyone noticed the steady climb of the Qantas share price over the last few weeks.
$1.57 today, it is improving but I am not sure what new has come out to trigger this.
$1.57 today, it is improving but I am not sure what new has come out to trigger this.
the share buy backs.
07/01/2013 Daily share buy-back notice - Appendix 3E 2 PDF -
04/01/2013 Daily share buy-back notice - Appendix 3E 2 PDF -
03/01/2013 Daily share buy-back notice - Appendix 3E 2 PDF -
04/01/2013 Daily share buy-back notice - Appendix 3E 2 PDF -
03/01/2013 Daily share buy-back notice - Appendix 3E 2 PDF -
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Qantas should not be in this position, however now that it is, it is a matter
of national security if nothing else that the Emirates deal is stopped and the
senior management and Board are replaced with people who have full service
of national security if nothing else that the Emirates deal is stopped and the
senior management and Board are replaced with people who have full service
Ultimately the board view their responsibilities as being answerable to the shareholders at large. Why has the collective and vocal opposition to this deal not got together and put a coherent bid in place to overtly remove the deal makers? The answer to that is simple...they won't because it's going to cost a lot of money..and won't make as much money in the near term.
In the cold harsh commercial reality of aviation, QF is a basket case of fractured unions, inefficient practices and is being pulled in different directions by different factions....it is no different to countless other former state run entities around the world that have struggled after being privatised.
Last edited by haughtney1; 7th Jan 2013 at 04:39.
Why has the collective and vocal opposition to this deal not got together and put a coherent bid in place to overtly remove the deal makers?
What goes around comes around in the 'big end' of town, just look at the make up of the boards in this country and you see the same circle of matey mates sitting in on public companies raking in the big dollars to attend perhaps a dozen meetings a year and 'set a direction' and act as the corporate conscience.
Whilst almost every Australian with a superannuation account owns a small slice of Qantas unknowingly, they don't own the ability to dictate a vote.
In the cold harsh commercial reality of aviation, QF is a basket case of fractured unions, inefficient practices and is being pulled in different directions by different factions
The article quoted sounds like the 1st of April will be end of the earth (QF) to me.
A bit like the 22nd of December. It was the same as the the day before and the one before that.....
It's a code share with no equity involved
halas
A bit like the 22nd of December. It was the same as the the day before and the one before that.....
It's a code share with no equity involved
halas
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The flood gates never opened last time. Only about 10 went.
The deal will involve a great reduction in QF international services. With that comes excess crew. However, the ACCC approval is required, hence no announcements yet until this is done. To make announcements that lead to job losses will result in political pressure on the ACCC which may go against the whole deal, or put restrictions neither party wants in place.
As soon as the ink is dry on final regulatory approval, the plans will be laid out. Then the blood will be shed.
QF management has more than once made statements to the effect of wait until late this month for announcements on our new Asian schedule. A schedule to be operated by EK on more routes than not.
The deal will involve a great reduction in QF international services. With that comes excess crew. However, the ACCC approval is required, hence no announcements yet until this is done. To make announcements that lead to job losses will result in political pressure on the ACCC which may go against the whole deal, or put restrictions neither party wants in place.
As soon as the ink is dry on final regulatory approval, the plans will be laid out. Then the blood will be shed.
QF management has more than once made statements to the effect of wait until late this month for announcements on our new Asian schedule. A schedule to be operated by EK on more routes than not.
haughtney1, Most countries have a national carrier to call upon to rescue it's citizens when they are in trouble. The US has the "Fly America" policy that requires all US military to be carried on US registered aircraft flown by US citizens. The recent North Queensland cyclones showed that Australia do not have an adequate navy to service the country when needed as NO Australian navy ships were available to provide support to North Queensland so the NZ Navy was brought in before being called out to their own emergency at home when earthquakes hit the South Island. Australia only have 22 ships in it's merchant fleet because everything else has been cabataged out to foreign flagged ships hence the changes to the Maritime Act. Our aviation industry is the most open in the world except may be New Zealand but hardly a bigger deal as the Australian market. Any overseas carrier can set up a 100% foreign owned airline in Australia and cherry pick where they want to operate.Yes Qantas is a private company but it is still governed by the Qantas Sale Act for exactly the reasons given above. As our mainline fleet shrinks our citizens will be flown more and more through the Middles East that could potentially be caught up in a conflict surrounding Iran. Military Cuts will continue and as an Island nation sitting in the middle of the Asia/Pacific region we rely on aviation more than most. We don't even refine our own oil anymore....
Mstr Caution,
The argument is not whether LCCs are here to stay, it is the fact that on their own the Long-Haul LCC does not work, simple as that. If Jetstar was so successful why does it need Qantas, simple question, not yet answered.
Mstr Caution,
The argument is not whether LCCs are here to stay, it is the fact that on their own the Long-Haul LCC does not work, simple as that. If Jetstar was so successful why does it need Qantas, simple question, not yet answered.
The comment "that this is a great example of the opportunities that will become available as we work towards the proposed partnership with emirates." wrt lwop sends shivers down one spine.
Perhaps it could be read, 'please ladies and gents take this "opportunity" so the final numbers we cull, wont look as bad on paper.' and of course we will facilitate easy transfer of your jobs offshore to another entity and hope you enjoy the rest of your career in such jurisdictions.'
Wonder if the chief is ready to take up his position in the bottom of the queue in dubai or is too busy trying to plan this years summer school in his down time?
Perhaps it could be read, 'please ladies and gents take this "opportunity" so the final numbers we cull, wont look as bad on paper.' and of course we will facilitate easy transfer of your jobs offshore to another entity and hope you enjoy the rest of your career in such jurisdictions.'
Wonder if the chief is ready to take up his position in the bottom of the queue in dubai or is too busy trying to plan this years summer school in his down time?
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Emirates to Extend Qantas Pact !!
Emirates Wants to Extend Qantas Pact for Pacific Routes
By David Fickling - Jan 8, 2013 2:00 AM GMT+0800
Emirates, the world’s largest airline by international traffic, said it wants to extend its alliance with Qantas Airways Ltd. (QAN) across the Pacific Ocean, allowing passengers to fly round the world on Airbus SAS A380s.
The carriers have scope to link Qantas’s A380 flights into Los Angeles with routes the Gulf carrier seeks to operate from its Dubai hub, Emirates President Tim Clark said in a phone interview. The partnership won provisional approval from Australia’s antitrust regulator last month.
“If the timing is right and the two aircraft meet, with Qantas and Emirates you could go around the world with A380s, which is a cool proposition,” he said yesterday. “I’m sure we could do trans-Pacific business on Qantas metal as part of this overall deal.”
Emirates would push for the alliance’s extension into transpacific routes -- some of the most profitable for Qantas -- only if the Australian carrier’s Chief Executive Officer Alan Joyce and his management back the idea, Clark said. Shares of the Sydney-based airline have risen more than 30 percent since the partnership was announced in September as Joyce restructures operations to end overseas losses.
Clark said a tie-up across the Pacific Ocean was left out of the discussions for the current alliance because “the trans- Pacific is Qantas territory.” Still, the regulator’s initial approval doesn’t prevent the carriers from exploring the option, he said.
The companies could also link their routes into Dallas, Clark said. Qantas may fly the Boeing Co. (BA) 787 into Dubai once it starts receiving the composite-bodied planes, he said.
A380 Terminal
Emirates, which opened the world’s first dedicated A380 terminal at its Dubai hub, may need about 30 more of the double- decker superjumbos, Clark said. The carrier is studying ways to increase the range of the aircraft to allow it to run services to Los Angeles, as well as Houston and San Francisco, he said.
The existing partnership, due to start in April, will let Qantas sell tickets to 60 new one-stop destinations in Europe, the Middle East and Africa via Emirates’ Dubai hub. The tie-up would also help it overhaul Asian schedules.
Under the planned accord, the airlines intend to coordinate pricing, sales and scheduling, as well as aligning frequent- flyer programs so passengers can earn points on both the carriers’ flights. Emirates will gain access to Qantas’ Australia and New Zealand network under the deal.
European Hub
Qantas, which lost A$450 million ($472 million) on international operations in the year ended June, will shift its European hub to Dubai from Singapore. The carrier is also abandoning a 17-year partnership with British Airways and ending a loss-making Frankfurt route alongside the agreement.
The conditional approval by the Australian Competition & Consumer Commission, granted Dec. 20, broadly backed the tie-up. It would let the carriers ally for five years rather than the proposed 10, and regulate the speed at which they could add capacity on flights between Australia and New Zealand.
“The ACCC allows us to do that kind of thing,” he said about the possibility of extending the alliance. “Getting up fares and meshing a product that takes people and keeps them in the Qantas-Emirates network.”
By David Fickling - Jan 8, 2013 2:00 AM GMT+0800
Emirates, the world’s largest airline by international traffic, said it wants to extend its alliance with Qantas Airways Ltd. (QAN) across the Pacific Ocean, allowing passengers to fly round the world on Airbus SAS A380s.
The carriers have scope to link Qantas’s A380 flights into Los Angeles with routes the Gulf carrier seeks to operate from its Dubai hub, Emirates President Tim Clark said in a phone interview. The partnership won provisional approval from Australia’s antitrust regulator last month.
“If the timing is right and the two aircraft meet, with Qantas and Emirates you could go around the world with A380s, which is a cool proposition,” he said yesterday. “I’m sure we could do trans-Pacific business on Qantas metal as part of this overall deal.”
Emirates would push for the alliance’s extension into transpacific routes -- some of the most profitable for Qantas -- only if the Australian carrier’s Chief Executive Officer Alan Joyce and his management back the idea, Clark said. Shares of the Sydney-based airline have risen more than 30 percent since the partnership was announced in September as Joyce restructures operations to end overseas losses.
Clark said a tie-up across the Pacific Ocean was left out of the discussions for the current alliance because “the trans- Pacific is Qantas territory.” Still, the regulator’s initial approval doesn’t prevent the carriers from exploring the option, he said.
The companies could also link their routes into Dallas, Clark said. Qantas may fly the Boeing Co. (BA) 787 into Dubai once it starts receiving the composite-bodied planes, he said.
A380 Terminal
Emirates, which opened the world’s first dedicated A380 terminal at its Dubai hub, may need about 30 more of the double- decker superjumbos, Clark said. The carrier is studying ways to increase the range of the aircraft to allow it to run services to Los Angeles, as well as Houston and San Francisco, he said.
The existing partnership, due to start in April, will let Qantas sell tickets to 60 new one-stop destinations in Europe, the Middle East and Africa via Emirates’ Dubai hub. The tie-up would also help it overhaul Asian schedules.
Under the planned accord, the airlines intend to coordinate pricing, sales and scheduling, as well as aligning frequent- flyer programs so passengers can earn points on both the carriers’ flights. Emirates will gain access to Qantas’ Australia and New Zealand network under the deal.
European Hub
Qantas, which lost A$450 million ($472 million) on international operations in the year ended June, will shift its European hub to Dubai from Singapore. The carrier is also abandoning a 17-year partnership with British Airways and ending a loss-making Frankfurt route alongside the agreement.
The conditional approval by the Australian Competition & Consumer Commission, granted Dec. 20, broadly backed the tie-up. It would let the carriers ally for five years rather than the proposed 10, and regulate the speed at which they could add capacity on flights between Australia and New Zealand.
“The ACCC allows us to do that kind of thing,” he said about the possibility of extending the alliance. “Getting up fares and meshing a product that takes people and keeps them in the Qantas-Emirates network.”
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Busdriver007
The post was tongue in cheek.
Every international airline flying thru Sydney was full service long haul, bar the three mentioned (scoot, air Asia x & Jetstar)
Of which 5 of the 7 LCC services offered that day were Jetstar.
I believe that is a true indication as to how "other" airline CEO's view LCC flying longhaul in the region.
If descent returns were available, why don't the other 28 airlines servicing Sydney that day have a LCC no frills subsidiary servicing the market as well.
The post was tongue in cheek.
Every international airline flying thru Sydney was full service long haul, bar the three mentioned (scoot, air Asia x & Jetstar)
Of which 5 of the 7 LCC services offered that day were Jetstar.
I believe that is a true indication as to how "other" airline CEO's view LCC flying longhaul in the region.
If descent returns were available, why don't the other 28 airlines servicing Sydney that day have a LCC no frills subsidiary servicing the market as well.
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A Viewpoint
Busines Spectator
Stephen Bartholowmeusz
With the ink barely dry on the Australian Competition and Consumer Commission’s clearance of his alliance with Qantas, Emirates’ Tim Clark is already musing aloud about another dimension to the relationship.
Less than three weeks ago the ACCC approved, with some conditions, the alliance on routes between Australia and Europe which will see Qantas re-directing its traffic through Emirates’ hub in Dubai as part of an arrangement that will see the carriers co-ordinate capacity, pricing, product, frequent flyer programs and share revenues.
Clark, in an interview with Bloomberg published today, indicated he would like to extend the relationship to the trans-Pacific route – but only (self-evidently) if Alan Joyce and his team liked the idea.
The trans-Pacific is, as Clarke said, "Qantas territory". It dominates that route, which historically has been highly profitable. While it has restructured its services to shift some of its focus from the west coast of the US to Dallas/Fort Worth, the main hub for its US ally American Airlines, the route and its services to Los Angeles remains a core element of its diminished international network.
That makes an alliance with Emirates on the route a more sensitive issue than the routes into Europe, where Qantas had withdrawn or was withdrawing from all destinations other than Heathrow as it sought to stem the heavy bleeding within its international business, which has lost nearly $700 million in the past two years.
It is interesting and potentially relevant that Emirates is also seeking a closer relationship with American, with which it has an informal relationship at present. American is close to emerging from bankruptcy and is also considering a proposal to merge with US Airways.
Qantas has a long-standing relationship with American and code shares to more than 50 destinations in North America and Mexico.
Emirates isn’t a member of one of the three global aviation alliances – Oneworld, Star Alliance and SkyTeam – preferring what Clark refers to as tactical partnerships that deliver specific benefits. Closer relationships with Qantas and American would deliver the carriers a form of global alliance of their own.
As Clark said to Bloomberg, an alliance with Qantas would enable passengers to fly around the world on Airbus A380s "if the timing is right and the two aircraft meet". He said he was sure Emirates could do business on the trans-Pacific with Qantas "metal" as part of a deal.
Joyce would presumably only be interested in sharing access to the trans-Pacific route and revenues from it if there were a significant net benefit. Qantas has fought fiercely to keep other carriers off the route, although United, a joint venture between Virgin and Delta and Air New Zealand do compete on it.
The global industry is, however, changing rapidly with new alliances and equity tie-ups now occurring routinely. Given the obstacles to conventional relationships, most of the major carriers (and Virgin Australia very aggressively in this market) are now pursuing elements of a virtual network strategy.
American’s routes across the Atlantic, for instance, where it has a dominant alliance with British Airways, could be threatened by Delta’s recent purchase of Singapore Airlines’ 49 per cent stake in Virgin Atlantic and the proposed cost and revenue-sharing arrangements between the carriers. Delta also has pre-existing alliances with KLM, Air France and Alitalia.
The prospect of a trans-Pacific alliance wasn’t raised in the discussions about the existing relationship, which formally starts in April, and would need to undergo a separate approval process with the ACCC.
For Joyce, Clark’s thoughts create some multi-dimensional issues. A wider relationship with Emirates that included linking their routes into and out of the US could have some positive financial impacts but there are also longer term strategic issues to consider into binding itself even closer to one of the world’s largest and fastest-growing airlines and giving it access, directly or indirectly, to the trans-Pacific.
Those issues aren’t necessarily negative but they are complex and Joyce, as he had to in entering the alliance in the first instance, has to balance the short term imperative of stabilising his international business with a long-term strategic view of Qantas’ eventual position in the ever-evolving global industry.
Stephen Bartholowmeusz
With the ink barely dry on the Australian Competition and Consumer Commission’s clearance of his alliance with Qantas, Emirates’ Tim Clark is already musing aloud about another dimension to the relationship.
Less than three weeks ago the ACCC approved, with some conditions, the alliance on routes between Australia and Europe which will see Qantas re-directing its traffic through Emirates’ hub in Dubai as part of an arrangement that will see the carriers co-ordinate capacity, pricing, product, frequent flyer programs and share revenues.
Clark, in an interview with Bloomberg published today, indicated he would like to extend the relationship to the trans-Pacific route – but only (self-evidently) if Alan Joyce and his team liked the idea.
The trans-Pacific is, as Clarke said, "Qantas territory". It dominates that route, which historically has been highly profitable. While it has restructured its services to shift some of its focus from the west coast of the US to Dallas/Fort Worth, the main hub for its US ally American Airlines, the route and its services to Los Angeles remains a core element of its diminished international network.
That makes an alliance with Emirates on the route a more sensitive issue than the routes into Europe, where Qantas had withdrawn or was withdrawing from all destinations other than Heathrow as it sought to stem the heavy bleeding within its international business, which has lost nearly $700 million in the past two years.
It is interesting and potentially relevant that Emirates is also seeking a closer relationship with American, with which it has an informal relationship at present. American is close to emerging from bankruptcy and is also considering a proposal to merge with US Airways.
Qantas has a long-standing relationship with American and code shares to more than 50 destinations in North America and Mexico.
Emirates isn’t a member of one of the three global aviation alliances – Oneworld, Star Alliance and SkyTeam – preferring what Clark refers to as tactical partnerships that deliver specific benefits. Closer relationships with Qantas and American would deliver the carriers a form of global alliance of their own.
As Clark said to Bloomberg, an alliance with Qantas would enable passengers to fly around the world on Airbus A380s "if the timing is right and the two aircraft meet". He said he was sure Emirates could do business on the trans-Pacific with Qantas "metal" as part of a deal.
Joyce would presumably only be interested in sharing access to the trans-Pacific route and revenues from it if there were a significant net benefit. Qantas has fought fiercely to keep other carriers off the route, although United, a joint venture between Virgin and Delta and Air New Zealand do compete on it.
The global industry is, however, changing rapidly with new alliances and equity tie-ups now occurring routinely. Given the obstacles to conventional relationships, most of the major carriers (and Virgin Australia very aggressively in this market) are now pursuing elements of a virtual network strategy.
American’s routes across the Atlantic, for instance, where it has a dominant alliance with British Airways, could be threatened by Delta’s recent purchase of Singapore Airlines’ 49 per cent stake in Virgin Atlantic and the proposed cost and revenue-sharing arrangements between the carriers. Delta also has pre-existing alliances with KLM, Air France and Alitalia.
The prospect of a trans-Pacific alliance wasn’t raised in the discussions about the existing relationship, which formally starts in April, and would need to undergo a separate approval process with the ACCC.
For Joyce, Clark’s thoughts create some multi-dimensional issues. A wider relationship with Emirates that included linking their routes into and out of the US could have some positive financial impacts but there are also longer term strategic issues to consider into binding itself even closer to one of the world’s largest and fastest-growing airlines and giving it access, directly or indirectly, to the trans-Pacific.
Those issues aren’t necessarily negative but they are complex and Joyce, as he had to in entering the alliance in the first instance, has to balance the short term imperative of stabilising his international business with a long-term strategic view of Qantas’ eventual position in the ever-evolving global industry.
If descent returns were available, why don't the other 28 airlines servicing Sydney that day have a LCC no frills subsidiary servicing the market as well.
Or did you mean decent
A cheap joke, but I couldn't afford a good one, I'm saving money everywhere to allow for slic's next triumph
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There are no decent returns on International LCC . If jetstar was sold off it would collapse within a few months, even blind freddy could see that. Might work to bali or sin but any longer it doesnt match up. On every measure Joyce has been to Qantas what Sol Trujillo was to Telstra. The only slight hope that a competent team came in and improved Telstra, unfortunately all the narcissists have infected Qantas and I seriously doubt it will happen. I still am in amazement that no one in the media have put 2 and 2 together, FFS just look at the financial indicators since the Joyce took over..... It aint rocket science! He is totally inept.
If AJ was the answer, then how $$&));())$ stupid was the question????
Same for the govt really.
Same for the govt really.
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The Kangaroo Route is dead!
Pulling out all stops
When Qantas partners with Emirates next year and overshoots Singapore in favour of Dubai on the old Kangaroo Route, it'll represent one of Australian travel's biggest shake-ups, writes Julietta Jameson in this special stopovers guide.
The Kangaroo Route is dead! Long live the kangaroo route! In April, barring any last-minute hitches, Qantas will no longer touch ground in south-east Asia on its way from Australia to Europe.
When Qantas partners with Emirates next year and overshoots Singapore in favour of Dubai on the old Kangaroo Route, it'll represent one of Australian travel's biggest shake-ups, writes Julietta Jameson in this special stopovers guide.
The Kangaroo Route is dead! Long live the kangaroo route! In April, barring any last-minute hitches, Qantas will no longer touch ground in south-east Asia on its way from Australia to Europe.
Painful reading...