Backed by increasing passenger demand, Emirates Airways has asked the Civil Aviation ministry to grant 50,000 additional seats per week for its India-Dubai flights over and above the existing entitlement of 63,000 seats per week under the air services bilateral agreement. Emirates’ competitors, including Qatar Airways, Air India, Indigo, Jet Airways and Spicejet are bound to oppose the move.

The government may or may not grant additional seats to Emirates for its India-Dubai flights. But passenger preference for Emirates is more than clear. Emirates give extra passenger comfort by flying wide-body aircraft (Boeing 767 or 777 for example) besides easy connectivity to onward westbound passengers (largely to US). It operates spacious and comfortable Airbus A-380 between Dubai and New York. Equipped with latest flight entertainments and other frills, passengers are naturally attracted. Why will they not choose Emirates?

Indeed, even US carriers have complained against the Emirates for what they call “unfair” trade practices. But what is unfair about giving extra passenger comforts for the same or lower prices? The regulators have found no fault with the carrier. Emirates Airways today is one of the top and leading international airlines.

Emirates currently operates 183 flights out of India to Dubai followed by Air India 99, Indigo 77, Spicejet 68 and Jet Airways 60. All of them mostly go full capacity as per their entitlements. But Emirates gains extra bucks because of its international connections to all major western cities in US and Europe from Dubai. Air India, Indigo and Spicejet just operate point to point flights from India to Dubai. Sure enough, their earnings cannot be compared with that of the Emirates. Reports suggest that some of them are even incurring losses on this route. Jet Airways is now trying to link its UAE flights to Abu Dhabi where partner Etihad is based. Jet is likely to operate its own flights out of Abu Dhabi to Europe and US or use Etihad for its passengers on the code sharing arrangement.

Indian carriers fear that if Emirates gets extra capacity per week, even the Dubai-bound passengers would shift to the gulf carrier. US or Europe-bound passengers anyway prefer Emirates. In the marketplace, consumers are the king. The civil aviation ministry cannot restrict passengers from choosing an airline just on the basis of air services bilateral. In other words, if the demand is more for the Emirates, let it expand for the benefit of the travelling public. India is committed to open sky policy. It should not succumb to pressures from any quarters. For that matter, even the bilateral agreements could be modified to suit passenger demand.

So far, India has been liberal in granting flying rights to Emirates. For example, according to reports, Emirates had just 10400 seats per week from India in 2005. It went to 54,200 in 2010. With further increases, now it has 63,000 seats. In comparison, Singapore Airlines has entitlements for a total number of 29,400 seats.

Indeed, India has reasons to give special treatment to UAE. Its strategic location apart, the Government of India realises that Indians represent the largest expatriate community (30 per cent) in the UAE. India is also the third largest trading partner of the UAE after China and the US. UAE also happens to be India’s second largest export destination.

The Emirates’ proposal for additional capacity has come at a time when India and UAE are pushing for closer ties between the two nations. Only last month, the Crown Prince of Abu Dhabi, Sheikh Mohammed bin Zayed, paid his first state visit to India. Prime Minister Narendra Modi visited UAE in August last year, the first by an Indian Prime Minister in more than three decades.

Emirates gives competition not just to fellow Gulf carrier Etihad. It competes with known international carriers like Lufthansa, Quantas etc. Its strength is its global reach apart from younger fleet. It has to its credit largest aircraft orders from both the international stables —Boeing as well as Airbus Industries.

Significantly, India has bilateral air services agreements with 110 countries. Indian carriers fly to only 24 countries. Carriers from 47 countries operate to India. It is clear India has long way to go. Indian carriers need to be strengthened in terms of fleet size to reap the benefit of increasing global traffic. Not to talk of smaller Indian carriers, even national flag carrier Air India is nowhere near their global competitors. (IPA Service)