Gulf carriers are ruling the world of aviation, and they have no plans to rest on their laurels
The roots of Middle Eastern aviation can be traced back to 1937, when an air agreement was signed to allow flying boats to use Dubai as a base. It was not until 1960 that a runway – made of compacted sand – was built, and that runway is now less than the length of the terminal buildings at the current Dubai International Airport. By any measure, the growth of the aviation industry in the Gulf has been exceptional.
Helped by its strategic location as an ideal location in which to refuel intercontinental flights, the big European carriers selected the Gulf as an ideal stopping-off point, but local authorities soon realised that this was a potentially massive revenue stream. First came Gulf Air – which was originally owned by Qatar, Bahrain, the UAE and Oman – followed by Emirates, launched in 1985. In its 25 years of operation, Emirates has grown to become an international powerhouse, led by chairman and CEO Sheikh Ahmed Bin Saeed Al Maktoum, who ranks fourth on our list.
Emirates is now the world’s third-biggest airline by capacity, and its biggest in terms of international scheduled passenger kilometres flown. By 2020, the airline will be operating around 250 aircraft, boosted by around 70 A380 ‘superjumbo’ aircraft.
Aside from Dubai International Airport, Emirates is likely to move to its new home in the next 15 years or so, out in the desert near Jebel Ali. Al Maktoum International Airport is part of the $33bn Dubai World Central project, and is set to be the world’s largest airport.
But Emirates is not the only carrier to take advantage. Qatar Airways – led by CEO Akbar Al Baker (ranked at No.24 on our list) has built a brand based on luxury and affordability. Like Emirates, it is investing hugely in infrastructure, with its landmark New Doha International Airport set to open next year. The UAE’s flag-carrier, Etihad, also has significant growth plans, and is set to break even for the first time this year.
All three airlines have sucked intercontinental traffic through the Gulf’s hubs, raising hackles at more traditional carriers in the process. But if British Airways, Lufthansa and the like are worried now, they are likely to be even more concerned over the next decade or so, if the Gulf’s aviation plans amount to fruition.
The roots of Middle Eastern aviation can be traced back to 1937, when an air agreement was signed to allow flying boats to use Dubai as a base. It was not until 1960 that a runway – made of compacted sand – was built, and that runway is now less than the length of the terminal buildings at the current Dubai International Airport. By any measure, the growth of the aviation industry in the Gulf has been exceptional.
Helped by its strategic location as an ideal location in which to refuel intercontinental flights, the big European carriers selected the Gulf as an ideal stopping-off point, but local authorities soon realised that this was a potentially massive revenue stream. First came Gulf Air – which was originally owned by Qatar, Bahrain, the UAE and Oman – followed by Emirates, launched in 1985. In its 25 years of operation, Emirates has grown to become an international powerhouse, led by chairman and CEO Sheikh Ahmed Bin Saeed Al Maktoum, who ranks fourth on our list.
Emirates is now the world’s third-biggest airline by capacity, and its biggest in terms of international scheduled passenger kilometres flown. By 2020, the airline will be operating around 250 aircraft, boosted by around 70 A380 ‘superjumbo’ aircraft.
Aside from Dubai International Airport, Emirates is likely to move to its new home in the next 15 years or so, out in the desert near Jebel Ali. Al Maktoum International Airport is part of the $33bn Dubai World Central project, and is set to be the world’s largest airport.
But Emirates is not the only carrier to take advantage. Qatar Airways – led by CEO Akbar Al Baker (ranked at No.24 on our list) has built a brand based on luxury and affordability. Like Emirates, it is investing hugely in infrastructure, with its landmark New Doha International Airport set to open next year. The UAE’s flag-carrier, Etihad, also has significant growth plans, and is set to break even for the first time this year.
All three airlines have sucked intercontinental traffic through the Gulf’s hubs, raising hackles at more traditional carriers in the process. But if British Airways, Lufthansa and the like are worried now, they are likely to be even more concerned over the next decade or so, if the Gulf’s aviation plans amount to fruition.
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