The words have definitely floated around for a while, but I'm surprised if QF actually secures this tie-up.
As alluded to by some others, I would've thought EK would never think of this because it is doing well by itself right now. It's not like EY, which benefits greatly from the VA Australian domestic network to reliably ferry passengers to and from gateways. (Also links to New Zealand and the Pacific Islands). Notwithstanding possibly QantasLink, QF doesn't exactly offer much on top of what EK achieves on its own right now (and codesharing with JQ is just fraught with problems both of the logistic and strategic kinds).
Also, after all of the controversial remarks made by Alan Joyce, I would've thought the Middle Eastern carriers, and in particular EK, would've harboured nought but contempt, and wouldn't even think of partnering with QF (and more of probably partnering with DJ).
Of course QF can no doubt see advantage in this agreement, but I do wonder what EK will get out of it. AFAIK They already serve the 5 majors (or are about to), and I doubt they would really be too keen to give up a part of their share of the DXB -> AU market to QF to simply be able to offer seemless connections to CBR \ DRW and HBA.
Well I thought part of the objective of getting into this agreement would be that there might even be more flights (whether operated by EK or QF), since it would be anticipated that a significant portion of the traffic (and you'd think a prospect for expanding traffic) would move to this route.
As I previously alluded to, I can't see how current scheduling could offer good connections to each of those places. CBR might be OK, but DRW and HBA suffer from poor frequency of QF operated flights from any EK gateway.
The only upside for EK there could possibly be is that with an increase in traffic feed (stemming from QF moving off using BA regionals from LHR and more to direct from DXB, plus cutting off SIN-FRA), EK might have a better go at forcing the hand of stiff regulators around the place (particularly Europe) who won't offer further traffic rights to EK (Germany in particular, which LH is relying on to protect its vulnerable position as it is). Either that or QF may have an opportunity to through-fly via DXB if EK can help in creating a good hub at DXB for them.
Dare I mention it, but there's even a possibility of flight partnering with RJ (through DXB-AMM and onwards).
Surprisingly flying QF internationally suits me at the moment. I know exactly what to expect on QF1/QF2/QF9/QF10/QF7/QF8 and then exactly what I'll receive on OW partners when I connect. It gives some certainty to my travel experience.. This is why VA has had little of my international travel despite getting nearly all of my domestic travel. I have flown Etihad as a VA codeshare and really had no certainty as to what my platinum status entitled me too....not decent seat selection.....I found.
I would imagine some of the inconsistencies with VA and its partners re: how to treat elites (on all sides) will be resolved in the next 6-12 months.
If QF switches it's hub to DXB from SIN but still flies the 388's to LHR I won't be unhappy. If I have to switch to EK as part of a codeshare arrangement to complete my journey to LHR I'll be less happy.
Put it another way - if you had to fly J or F, is there such a thing as a bad seat? (Notwithstanding QF's new A380 configuration...) So that makes seat selection rather moot.
Hopefully EK would allow like-for-like class access to lounges, viz. EK F pax can access QF F Lounges and vv. (What this exactly means for QF at DXB
if it happens is a different argument). That solves the lounge issue.
Probably the one that will stick out is baggage allowance. If you often travel light or HLO, again no problem. But some of us
do travel with bags and might take issue (i.e. only having, say, 40 kg in EK J as a QF WP, as opposed to 3 x 32 kg). I know that I have never carried more than 32 kg internationally (and that's even when I've been lugging a bit); might change if I desire to move overseas.
All said and done, VA and EY is a
partnership; most of us - cynically albeit rather expectantly - would see QF and EK as a mere
codeshare. Huge difference between both concepts, and it can mean, in the end, very little for QF and EK (just like it did when QF and EY gave it a go).
Let's not even start with the QPNBs and issues with them in this tie-up..... that's just going to blow up...
Taking away the Kangaroo route JSA would probably leave QF without a pathway from SIN to LHR unless it sets up a new codeshare agreement with BA. That would leave only one Asian routing left to Europe, viz. HKG with codeshare on CX to FCO or codeshare on BA to LHR.
Seriously though, I do not see how this can be successful without cannibalising and killing QFi (but perhaps this is Alan Joyce's intention). EK can survive easily without QF. A partnership with CX would seem more logical to me, given the oneworld partnership, availability of Premium Economy, and that QF has an established presence in HKG.
I imagine HKG is part of the Jetstar Hong Kong strategy, but a real tie up with CX would've been done and dusted by now, but realistically for that to happen QF would need to really suck up to CX. Not exactly on amicable terms.
I do not see any upside in this for anyone who wants to genuinely fly on a Qantas aircraft.
Well, I don't either. But it's not as if the current situation is any good in that respect either. So might as well move to a better equilibrium position.
It surprises me that the article in the OP mentions that "Qantas would shift a proportion of its London flights from Singapore to Dubai". As if to imply Qantas had significant London flights right now - and there aren't: there's only 2 (QF1/2 and QF9/10). Moving a "proportion" of the flights would either entail 50% or the lot - not a lot of grey in that scale. (Unless it is implied that QF might keep some of these flights but on a less-than-daily basis).
Finally, I'm not as optimistic as some that a EK tie up will mean markedly more opportunities for ASAs / awards in general. I'd imagine on the codeshares operated by EK, seats will be just as difficult (if not more) to find and especially in F (how many F seats is QF going to buy from EK so it can make them available as awards? Come on!)
) - seemingly a better 'network' for Asia - Korean, Vietnam, Garuda(soon), China Southern/Eastern along with Delta for US? (although not necessarily better product) - Delta would be a problem due to VA tie-up though?
