Abu Dhabi Airports Company (ADAC) plans to invite tenders for its USD6.8 billion midfield terminal at Abu Dhabi International Airport by the end of the year (MEED, 20-Oct-2009). The terminal will have capacity for 20 million passengers p/a. The tender was expected to be issued earlier in the year, but was delayed. The airport’s second passenger terminal, used exclusively by Etihad Airways, opened in Mar-2009, raising total capacity from 7 to 12 million passengers p/a.
Abu Dhabi Airports Company to invite tenders for midfield terminal by end 2009
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Airberlin: airline's latest, more radical, restructuring gets help from TUIFly and Lufthansa
Airberlin's operations are to be split into three. First, there will be a core network airline with hubs in Berlin and Duesseldorf, deploying approximately half the current Air Berlin Group fleet. Second, there are plans for a new leisure airline, combining part of airberlin's fleet with TUIFly. Third, a significant part of airberlin's fleet will be wet-leased to the Lufthansa Group.
As a result of these moves the operating fleet of the core airberlin network airline will slip from second to third in Germany and risks becoming subscale. Eurowings will rise from third to second, and the expanded new TUIFly will go from fifth to fourth (overtaking Thomas Cook Group's Condor).
For several years airberlin has been unable to break the cycle of losses and successive restructuring initiatives, in spite of repeated bailouts from airberlin's 29% shareholder Etihad. A number of details are still to be clarified. These include the detailed route networks for the different operators, the network airline's strategy for feed, and the balance of charter versus scheduled flights in the new leisure airline. However, for now and with help from competitors and Etihad, airberlin looks to have ensured at least some kind of future.
Virgin Australia realigns its airline partnership priorities on new long haul strategy: Part 1
There have recently been important shifts in Virgin Australia's partnership relations, as Air New Zealand withdraws its ownership and the roles of Singapore Airlines and Etihad evolve with HNA becoming a substantial shareholder. As a consequence, Virgin is restructuring its long haul network for the first time in over two years. Individual changes are not significant, but they help tie up loose ends in Virgin's strategy. Virgin and its US JV partner Delta have been static since United and Qantas-American Airlines greatly altered the Australia-US market profile, a route which constitutes most of Virgin's long haul network.
Virgin struggled to find a use for what was essentially leftover aircraft capacity that it allocated to Sydney-Abu Dhabi as part of a JV with Etihad. With a limited fleet, North America beckoning, and Etihad seemingly losing some lustre since a Virgin-Singapore Airlines partnership, Virgin is having to cut Sydney-Abu Dhabi to free up capacity to relaunch Melbourne-Los Angeles.
Virgin will still commit to its Etihad partnership by adding three weekly Perth-Abu Dhabi flights on the A330-200, which will finally be moved out of the domestic market and deployed long haul. Since the end of the West Australian mining boom, these well equipped aircraft are no longer needed on transcontinental domestic service. Virgin's fleet of five 777-300ERs now will exclusively be used on Los Angeles.