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  1. Via ajoute des départs supplémentaires vers Toronto et Ottawa, au départ de Montréal. http://www.montrealitesurbaines.com/ Plus de départs égalent plus de flexibilité pour les voyageurs, qui pourront désormais revenir d'Ottawa en fin de soirée. Les dix départs quotidiens vers Toronto permettront aussi à Via de mieux compétitionner avec les compagnie aériennes, dont Air Canada qui offre des départs aux 30 minutes aux heures de pointes et aux heures le reste de la journée. Via prévoit ajouter davantage de départs quand les améliorations des voies seront complétées.
  2. Bell frappe un grand coup : 200 hélicoptères vendus! http://www.lesaffaires.com/secteurs-d-activite/aeronautique-et-aerospatiale/bell-helicopter-obtient-une-commande-de-200-appareils/576792#%2EVPhhJpMYjTk%2Elinkedin
  3. J'ai compilé une liste des compagnies avec les plus grosses capitalisations boursières établies à Montréal. Sans rentrer dans les technicalités de l'établissement des sièges sociaux, j'ai tenu compte d'une présence importante dans la grande région de Montréal. BCE - 58.85 G$ Power Corporation - 39 G$ Alimentation Couche-Tard - 34.38G$ Banque National - 19.11G$ Saputo - 18G$ CGI Group - 17.1 G$ Dollarama - 11.45G$ Metro - 9.4G$ SNC Lavallin - 8 G$ CAE 5.4 G$ Valeant Pharmaceuticals International (VRX): 5.09 (Laval) Bombardier - 4.96 G$ Quebecor - 4.92G$ WSP Global Inc (WSP): 4.80 Air Canada - 3.82 G$ Jean Coutu - 3.76 G$ Amaya Inc (AYA): 3.26 TFI International Inc (TFII): 2.88 Stella-Jones Inc (SJ): 2.70 Cogeco - 2.4G$ Banque Laurentienne - 2G$ Transcontinental - 1.93 G$ Richelieu Hardware Ltd. (RCH): 1.58 Innergex Renewable Energy Inc (INE): 1.57 (Longueuil) Osisko gold royalties Ltd (OR): 1.55 ProMetic Life Sciences Inc (PLI): 1.50 (Laval) Uni Select Inc (UNS): 1.49 (Boucherville) Knight Therapeutics Inc (GUD): 1.48 (Westmount) Aimia Inc (AIM): 1.38 Semafo Inc (SMF): 1.27 Dorel - 1.04 G$ MTY Food Group - 1G$
  4. I'm going to enjoy the popcorn and watch the whiners come out "http://business.financialpost.com/news/transportation/air-canada-wants-torontos-pearson-airport-to-be-a-mega-hub-but-high-costs-stand-in-the-way" "Canada has long been an afterthought for the global aviation market, an out-of-the-way destination with taxes and fees so high that some five million Canadians a year trek across the border to fly out of cheaper U.S. airports. But Air Canada and the Greater Toronto Airports Authority (GTAA) are determined to flip that view on its head by turning Toronto’s Pearson International Airport into a mega-hub on the scale of Amsterdam’s Schiphol, Singapore’s Changi or Dubai International Airport. Pearson is already well on its way to meeting that goal since it attracts more international passengers than any other airport in North America except John F. Kennedy International Airport (JFK) in New York City. Toronto’s primary airport is now the fourth-largest entry point by air into the United States, surpassing many large U.S. airports, according to National Bank analyst Cameron Doerksen. But to become a true mega-hub comparable in scope and status to the Dubais of the world, a lot needs to change. Pesky taxes and fees make Pearson “the most expensive airport in the world at which to land a plane,” according to a 2012 Senate report. There’s also the problem of congestion — in the airport, on its runways and on surrounding roadways — that will only get worse unless significant investments are made in infrastructure. If these issues aren’t addressed, Pearson could miss out on an opportunity to become part of the exclusive mega-hub club — there are currently only 11 worldwide — and all the attendant economic benefits, including the creation of more than 200,000 jobs in the area. Jack Boland / Toronto Sun / QMI Agency Jack Boland / Toronto Sun / QMI AgencyToronto's Pearson International Airport is a hub for passengers coming into Canada domestically and internationally. The GTAA, which manages and operates Pearson, defines a mega-hub as an airport that processes 50 million passengers a year, including at least 20 million international passengers, and connects to 80 per cent of the global economy. Pearson is pretty close to those numbers. In 2015, it moved 41 million passengers, including 25 million international travellers, and connected to 67 per cent of the global economy. It was recently ranked 19th in the world for its connectivity — sandwiched between Philadelphia, which is not a mega-hub, and Frankfurt, which is — by air-travel intelligence company OAG. There’s plenty of potential for further growth at Pearson. Howard Eng, GTAA’s chief executive, said the airport has the largest catchment area — defined as the population within a 90-minute flight — of any airport in North America, bigger than even JFK or Los Angeles International Airport (LAX). Pearson also has an enthusiastic partner in Air Canada, which accounts for 57.6 per cent of the airport’s seat capacity, according to the Centre for Aviation, and has been pursuing an aggressive international growth strategy using its new fleet of Boeing 787s. To support Air Canada, the GTAA has agreed to fix the airline’s fees for 10 years in exchange for agreed-upon passenger growth targets, and will offer rebates if it exceeds those targets. “They want to be a mega-carrier and, as a result of that, they need a mega-hub to work out of,” Eng said in an interview. “We’re both aligned on the concept.” One of Air Canada’s main growth pillars is expanding so-called sixth-freedom traffic, or traffic from a second country to a third country via an airline’s home market. In Air Canada’s case, that primarily means Americans travelling from their home cities via Toronto to destinations in Europe or Asia. The airline’s stated goal is to attract a 1.5-per-cent “fair share” of the U.S. sixth-freedom market, which would add $600 to $700 million in incremental revenue, but chief executive Calin Rovinescu said it can probably do “much better than that.” “We’ve been basically increasing our sixth-freedom flying by mid-to high-teen (percentages) in each of the last two years,” Rovinescu said in a recent interview. He hopes to turn Pearson into a “world-class hub” comparable to Amsterdam, Singapore or Dubai. Related How you can nab premium flights without paying through the nose Air Canada ready to compete with new, low-cost airlines, CEO says “Those countries don’t have a large population base, but they have built very powerful hubs,” Rovinescu said. “Toronto is still relatively speaking underserved in terms of the catchment area and the market potential for it.” But in order to become a truly successful mega-hub, Pearson will need to overcome two major limitations. The first is those exceedingly high costs that drive so many Canadians to U.S. border airports — the equivalent of 64 Boeing 737s every day, according to a 2012 report by the Standing Senate Committee on Transport and Communications. The World Economic Forum’s 2015 Travel and Tourism Competitiveness Report ranked Canada 124th out of 141 countries on price competitiveness. This is a function of Canada’s “antiquated” national airport model, according to a recent review of the Canada Transportation Act (CTA) by former federal cabinet minister David Emerson. In 1994, the federal government transferred the management, operation and development of 26 major airports to non-profit airport authorities while retaining ownership of their land and fixed assets and charging them rent. The GTAA pays Ottawa $130 million a year in ground rents for Pearson. Add in government security charges and, in Ontario, a jet-fuel tax that will hit 6.7 cents a litre by April 2017, and the airport is at a real cost disadvantage compared to its competitors. Tyler Anderson/National Post Tyler Anderson/National PostHoward Eng, president and CEO of the Greater Toronto Airports Authority (GTAA) Pearson’s landing charges alone are “twice that at Boston Logan, a third more than at Chicago O’Hare,” said David Bentley, chief airport analyst at the Australia-based Centre for Aviation. “You know why that is? It’s because of the ridiculous rents that they have to pay.” Emerson’s review of the CTA concluded that the solution is to move towards a fully privatized, for-profit structure with equity-based financing from large institutional investors. “Will privatization make a difference to Canada? I think it probably would,” Bentley said. “Toronto would become more efficient in terms of its costs to airlines and, therefore, could compete better with the likes of Chicago and other airports in the region.” Eng at the GTAA will not say whether he’d prefer a share-capital structure to the current non-profit system. But he’s quick to emphasize that Pearson is already run like a private entity, paying down $500 million in debt over the past four years and investing $700 million of capital in airport infrastructure and amenities since 2010. Pearson has also frozen or reduced the airlines’ average aeronautical fees per passenger for eight consecutive years, for a total reduction of 30 per cent since 2007. “We run it like a private corporation,” Eng said. “My focus is on how we can generate the revenue in order to pay down the debt, reinvest in the airport and create the facility that’s needed to process the passengers.” The second limitation at Pearson is congestion. The airport’s passenger traffic has grown so rapidly that the airport’s infrastructure — its security and customs checkpoints, runways, de-icing stations and even the surrounding roads — are having trouble keeping up. “A lot of people say there’s no competition for airports because every city has one large airport,” Eng said. “But once you’re into the global hub status, in Pearson’s case almost 35 to 40 per cent of our traffic is what we call transfer traffic, they have a choice.” Passengers who are connecting to another destination are generally looking for the shortest connection time, he said. To that end, Pearson is working to improve the flow of passengers and luggage by offering things such as self-serve baggage drops, automated border kiosks and automatic luggage transfers for passengers travelling from certain global cities to other Canadian destinations. However, Eng stressed that Pearson also needs the government’s help to speed up security and border processing times, which are notoriously slow. Most passengers at Pearson wait 20 minutes for pre-board screening compared to five minutes for 95 per cent of passengers at London’s Heathrow Airport and Hong Kong International Airport. “We’re not asking for a special favour, (just) that they provide their processes in a manner that is equivalent to what the best airports are doing around the world,” he said. Ernest Doroszuk/Toronto Sun/QMI Agency Ernest Doroszuk/Toronto Sun/QMI AgencyTravellers at Terminal 1 at Toronto Pearson International Airport The GTAA is also working with other airports in southern Ontario, including those in Hamilton, London and Kitchener-Waterloo, to encourage them to take some of the burden off Pearson by providing more short-haul, private-jet, cargo and charter flights. Another key part of Pearson’s mega-hub strategy is to improve the notoriously bad road traffic around the airport region. According to the GTAA, only 10 per cent of Pearson’s passengers arrive on public transit compared to 39 per cent in Amsterdam and 63 per cent in Hong Kong. A recent study by the Neptis Foundation found that there are a million car trips per day in and out of the Pearson region by employees and travellers. The recent launch of the Union Pearson Express rail line to downtown Toronto has helped, but “not enough,” Eng said. “We probably need various domestic lines, special lines, high-speed rail lines,” he said, adding that the GTAA is prepared to help fund the development of a ground-transportation hub at the airport, but it will need government support as well. fp1201_mega_hub_transitIf Pearson isn’t able to lower its costs and improve its infrastructure, it could miss out on a huge potential economic opportunity. According to Frontier Economics, becoming a mega-hub will increase the airport economic zone’s GDP by 75 per cent to $62.1 billion and create more than 200,000 jobs by 2030. “Airports are changing from city airports to airport cities,” said John Kasarda, director of the Center for Air Commerce at the University of North Carolina. Kasarda devised the concept of the “aerotropolis,” a notion that airports are far more than just transportation infrastructure, but rather anchors of regional business development. “The 21st-century airport is quite different than the 20th-century airport,” he said. “They’re multi-modal, multi-functional enterprises that attract a substantial amount of commercial development.” This can create a virtuous circle of expansion, Kasarda added. “Not only does the better airline connectivity, the route structure, serve as this magnet for business, but as business grows it generates greater volumes of passengers and cargo, which supports more airline connectivity,” he said. “It’s mutually reinforcing.” Smoother connections can also help keep airlines’ costs down by generating more non-aeronautical revenue from retail, restaurants and other services. “It’s a necessity, not an option,” Kasarda said.
  5. The world's most influential city, une étude de Joel Kotkin, Ali Modarres, Aaron Renn et Wendell Cox, positionne Montréal à la 41ème place des centres de pouvoir d'influence. Londres, New York et Paris se partagent le podium. Toronto figure dans le top 10. Article original: http://www.forbes.com/sites/joelkotkin/2014/08/14/the-most-influential-cities-in-the-world/ No. 1: London FDI Transactions (5-Year Avg.): 328 Forbes Global 2000 HQs: 68< Air Connectivity: 89%* Global Financial Centres Index Rank: 1 * The air connectivity score is the percentage of other global cities outside the city’s region (e.g., for London, cities outside of Europe) that can be reached nonstop a minimum of three times per week. No. 2: New York FDI Transactions (5-Year Avg.): 143 Forbes Global 2000 HQs: 82 Air Connectivity: 70% GFCI Rank: 2 No. 3: Paris FDI Transactions (5-Year Avg.): 129 Forbes Global 2000 HQs: 60 Air Connectivity: 81% GFCI Rank: 29 No. 4: Singapore FDI Transactions (5-Year Avg.): 359 Forbes Global 2000 HQs: N/A Air Connectivity: 46% GFCI Rank: 4 No. 5: Tokyo FDI Transactions (5-Year Avg.): 83 Forbes Global 2000 HQs: 154 Air Connectivity: 59% GFCI Rank: 5 No. 6: Hong Kong FDI Transactions (5-Year Avg.): 234 Forbes Global 2000 HQs: 48 Air Connectivity: 57% GFCI Rank: 3 No. 7: Dubai FDI Transactions (5-Year Avg.): 245 Forbes Global 2000 HQs: N/A Air Connectivity: 93% GFCI Rank: 25 No. 8 (TIE): Beijing FDI Transactions (5-Year Avg.): 142 Forbes Global 2000 HQs: 45 Air Connectivity: 65% GFCI Rank: 59 No. 8 (TIE): Sydney FDI Transactions (5-Year Avg.): 111 Forbes Global 2000 HQs: 21 Air Connectivity: 43% GFCI Rank: 15 No. 10 (TIE): Los Angeles FDI Transactions (5-Year Avg.): 35 Forbes Global 2000 HQs: N/A Air Connectivity: 46% GFCI Rank: N/A No. 10 (TIE): San Francisco Bay Area FDI Transactions (5-Year Avg.): 49 Forbes Global 2000 HQs: 17 Air Connectivity: 38% GFCI Rank: 12 No. 10 (TIE): Toronto FDI Transactions (5-Year Avg.): 60 Forbes Global 2000 HQs: 23 Air Connectivity: 49% GFCI Rank: 11 Autre source : http://www.newgeography.com/content/004475-the-worlds-most-influential-cities Kerney classe Montréal à la 30ème place des villes globales : Source :http://www.atkearney.com
  6. 1:40 Campaign – What happens now? AIR CANADA COMPONENT A MESSAGE FROM THE PRESIDENT Dear members, Last Thursday, on May 22nd, we met with officials with Transport Canada to present our objections and arguments against their proposed regulatory change (NPA – to consult it click HERE http://gallery.mailchimp.com/f6750312d5/files/5a08042b-48e8-48a2-88e3-4536caa1f04a.pdf), which will allow airlines in Canada to flip-flop between the 1:40 ratio and the 1:50 ratio at will, per aircraft type. It is fair to say that we took Transport Canada by surprise last Thursday – a sizable crowd participated in this meeting from across Canada, including over 125 CUPE flight attendants, members of the news media, members of Parliament, and allies representing different groups. We expressed our views forcefully and eloquently, and clearly demonstrated that passenger safety would be compromised if this regulation were approved. During our presentation, we had hoped to screen our newly recorded video testimonial of a survivor of the Air France 358 accident, which supports our position, but Transport Canada prevented us from doing so. If you would like to see this video, please click HERE Furthermore, if you would like to see a recently rediscovered short documentary produced by CUPE in the 1980's that presents a clear case for maintaining the 1:40 ratio, click HERE You will be amazed at the timeliness of the content, and at the undeniable truths that come from the mouths of Canadian flight attendants who survived airplane accidents. Another video is currently circulating which features a photomontage of graphic visual examples of why the 1:40 ratio should be maintained. You can see this video HERE We would encourage you to share the above videos using your own personal networks and social media. The May 22nd session was a learning experience for all of us. It was evident that Transport Canada is determined to give our airlines an unprecedented luxury, which no other country on the planet has. With the flip flop regulation, airlines will be allowed to pick whichever FA ratio leads to the fewest FAs per aircraft type, and then change the ratio whenever it suits the airline’s configuration or financial priorities, with only 60 days notice. TC was also extremely disrespectful to the two NDP MPs who took the time to attend ("the Minister will answer your question") and was unresponsive to many of us who highlighted the negative impact of the proposal on our work and safety ("noted" or some other equally evasive response like "trust us"). We were very successful in obtaining wide news coverage, and had the opportunity to engage the media in print, radio and live television. The quote from TC Cabin Safety inspector Christopher Dann was priceless, and found its way in the Globe and Mail and the Toronto Star, amongst others: The safety level afforded by 1 in 50 "can't be equivalent" to the 1 in 40. With this quote, we have put TC on the defensive. Here are a few great examples of some of the media we received: TELEVISION - RADIO Globe and Mail video report CTV National News TVA nouvelles en direct CBC Radio WRITTEN PRESS CTV News Vancouver Sun Globe and Mail Toronto Star CBC News Here is our plan going forward, and this is where we need your continued help: We will be submitting a comprehensive dissent to the NPA, emphasizing that it is less than what we have today, is unprecedented in the world and has not be proven to be workable or enforceable by Transport Canada, among other such general arguments. Where there are good "mitigating factors", we will endorse them and urge them to be put in place regardless of the FA ratio. Where the "mitigating factors" are ineffective, we will say so and describe the changes that are needed. In addition, we will be re-working our PowerPoint presentation as a separate written submission on what the NPA does not address in the real world of flight attendant work, emergencies and evacuations. Transport Canada will be receiving comments regarding the proposed regulatory change up until June 23, 2014. Please send them your thoughts and opinions. Comments can be sent to: [email protected] and please also send a copy to CUPE Researcher Janet Dassinger: [email protected] to allow us to keep track of them. All of your comments are valuable and should be on the record. There should be emphasis on how the NPA will negatively impact passenger and our safety, particularly on narrow body aircraft but also on wide body aircraft if the airlines are successful in blocking the minimum floor level coverage provision for 1 in 40 operations. Please also request that Transport Canada hold another meeting to allow for further discussion on this important matter. For all submitters, please conclude your submission with the following statement: "I request a written response to my questions and comments before pre-publication of any such regulation in Canada Gazette Part I by return e-mail". Encourage others you may know to make submissions as well on the problems with this NPA. Feel free to have others sign on to your comments so it is coming from more than you alone. Finally, please use your written comments to seek out a meeting with your MP if you have not already done so. State your concerns and stress that what is being proposed in the NPA is less safe than what we have today (as admitted by TC's own Christopher Dann); it is a unique rule that does not meet the international standard despite what Minister Raitt has said; there are no real "mitigating factors" that can compensate for a missing FA; and all of this Transport Canada rule-making must be subjected to a Parliamentary Inquiry. Together we will make a difference. In Solidarity, Michel Cournoyer President Air Canada Component of CUPE Forward to Friend Copyright © 2014 Air Canada Component of CUPE, All rights reserved. You are receiving this email because you have subscribed. Our mailing address is: Air Canada Component of CUPE 25 Belfield Rd. Etobicoke, On M9W 1E8 Canada Add us to your address book unsubscribe from this list update subscription preferences
  7. When the Milan Expo opens next year, the centerpiece building will be a masterpiece of sustainable engineering. Designed around the idea of an urban forest, the new Palazzo Italia will generate its own electricity, and will be clad in materials specifically designed to clean the surrounding air. The designers, Nemesi & Partners, are using photocatalytic cement - basically, concrete that's been mixed with titanium oxide. When the building material comes into contact with ultraviolet light, the titanium oxide reacts with nitrogen dioxide in the air, converting the pollutant to a salt that can easily be washed away. The building will open in time for the Expo's launch next May, and we're already planning to book a trip over so that we can spend a day sniffing the air next to the building.
  8. http://www.citylab.com/navigator/2015/02/play-god-with-this-customizable-miniature-city/385054/?utm_source=SFFB NAVIGATOR Play God With This Customizable Miniature City The 3D-printed buildings are based on architecture in New York, Chicago, and elsewhere, and can glow at night. JOHN METCALFE @citycalfe 7:00 AM ET Comments Image Ittyblox Ittyblox Perfect for the urban-planning wonk who wants to build a personal city—or the destructive child who'd like to stomp one to bits—are these tiny, customizable dioramas, which include skyscrapers that can be hacked to glow in the dark. The adult toys, called Ittyblox, are 3D-printed by the New York/Netherlands company Shapeways, and include a variety of constituent pieces. There's this glassy, jet-black Chicago office tower, for instance, and also a cute clump of New York townhouses. Each one has a different footprint, so arranging them to fit the baseplate might require a bit of "Tetris" skill. But don't worry about troublesome zoning issues—you're the god of this Twilight Zone civilization. At least some pieces, like the 1:1000-scale Guggenheim Museum and Tudor City building, are based on real-life structures. And all are cut with fantastic detail. Here's the product description for that Chicago tower: "Because some offices have their sun shades down, there is a variation in window color. The rooftop is detailed with a few air conditioning units." The blocks range from $6 to $93, with multibuilding sets accounting for the more expensive prices; add in $20 for the baseplate plus shipping. Making the buildings glow requires work, though it's probably worth it to the hardcore model fan; some of the windows are cut out and will become illuminated if underlit with an LED. Check out this guide for detailed instructions. sent via Tapatalk
  9. Description Le 2520 Monsabré est un projet de 3 condos de 2 chambres, de 1179 pi2 situé dans le secteur Mercier, à 10 minutes de marche du métro L’Assomption. Facilement accessible par l’autoroute 25 (Pont-tunnel Louis-Hippolyte-La Fontaine) et à 10 minutes du Centre-Ville. Ce projet inclut: Chambre principale avec walk-in, Surface à aire ouverte, Grand balcon avant et arrière, Grande fenestration, Plancher bois franc et céramique, Air climatisé, Échangeur d’air, Entrée privée, Plafond de 9 pieds, Près d'une piste cyclable ... Demi sous-sol : 227 900 $ + taxes Rez-de-chaussée : 249 900 $ + taxes Deuxième étage : 257 900 $ + taxes Subvention possible de 4 500 $ à 10 000 $. Plus d'information à la page: http://www.2520monsabre.com
  10. 5 janvier 2008 - source http://lapresseaffaires.cyberpresse.ca/article/20080105/LAINFORMER/801041343/5891/LAINFORMER01 Presse Canadienne et LaPresseAffaires.com Le détaillant spécialisé Mountain Equipment Coop a indiqué, vendredi, qu'il envisage d'ouvrir un second magasin dans la région de Montréal avant la fin de l'année. L'endroit précis où sera installé le second magasin montréalais n'a toutefois pas été précisé. Le seul magasin de la chaîne d'articles de plein air à Montréal est actuellement situé au Marché Central, près du rond-point l'Acadie. MEC devrait par ailleurs inaugurer un troisième magasin dans la région montréalaise d'ici quatre ans. Le marchand d'articles pour activités de plein air a également mentionné Toronto et Burlington, en Ontario, comme prochains lieu d'expansion de la chaîne, a indiqué vendredi son nouveau président David Labistour, qui vient de succéder à Peter Robinson. Propriété de ses membres réunis en coopérative, Mountain Equipment affichait au dernier bilan annuel connu, celui de 2006, un chiffre d'affaires de 222,8 M$ contre 195,8 M$ en 2005. En 2003, MEC a inauguré son premier magasin de la province, au Marché Central de Montréal. L'année suivante, la coopérative ajoutait un autre magasin dans la Vieille
  11. http://www.nationalpost.com/most-popular/story.html?id=2501508 I remember I used to listen to Expos games on CIQC when I was a kid. Another piece of Montreal dies...
  12. Beau petit projet infill sur St-Laurent, coin Beaubien ouest. Reste 2 unités à vendre. À partir de 151 500$ taxes incluses 6537 rue St-Laurent (coin Beaubien) 12 unités Lofts, * Finition de qualité (choix de couleurs) * Planchers de bois * Air climatisé * Grands balcons * Stationnement disponible * 3 200 pi. ca d'espace commercial à louer * Subvention disponible * Mezzanines sur le toit Occupation février 2010
  13. Don't get me wrong. I was scared for my life, when we flipped out of the plane and into air below.
  14. Air France ajoute des vols vers Montréal Publié le 30 janvier 2009 à 06h31 | Mis à jour à 06h32 Marie Tison La Presse (Montréal) Alors qu'un bon nombre de transporteurs aériens réagissent au ralentissement économique en réduisant leur capacité, Air France s'engage sur le sentier de la guerre en augmentant de 11% sa capacité sur la liaison Montréal-Paris. Le transporteur veut faire jouer son arme secrète, une multiplication des fréquences. «Je suis encore optimiste», a déclaré le directeur général de la filiale internationale et des Pays-Bas d'Air France-KLM, Erik Varwijk, dans une entrevue accordée à La Presse Affaires hier. L'été dernier, Air France offrait trois vols quotidiens entre Montréal et Paris. L'été prochain, le transporteur offrira un vol additionnel. Il utilisera certains appareils plus petits que ceux de l'année dernière, mais le nouveau vol lui permettra quand même d'offrir une centaine de sièges de plus. M. Varwijk a affirmé que le coefficient d'occupation de l'été dernier justifiait cette décision. Mais il a surtout insisté sur le fait que l'ajout d'un nouveau vol offrait plus de flexibilité aux passagers et leur donnait accès à un plus grand nombre de correspondances à l'aéroport Charles-de-Gaulle, notamment vers l'Afrique et l'Asie. «C'est une façon logique d'attirer de nouveaux clients», a affirmé M. Varwijk. Dans l'ensemble, Air France-KLM n'augmentera pas sa capacité cette année. Si Air France augmente sa capacité vers le Canada, l'Amérique du Sud et l'Afrique, elle la diminue pour l'Inde. «Nous gardons une flexibilité à la hausse et à la baisse, a déclaré M. Varjwijk. Nous pouvons ajouter ou diminuer des fréquences, nous pouvons ajouter ou retirer des appareils.» L'entreprise a notamment retardé la prise de possession de certains appareils, comme des Boeing 777. Par contre, Air France devrait recevoir comme prévu l'été prochain le premier des 12 appareils A380 commandés à Airbus. «L'A380 est encore une bonne idée, c'est encore un avion très efficace», a plaidé M. Varwijk. Air France n'a pas encore déterminé de façon définitive où elle fera voler l'A380, mais ce ne sera pas sur la liaison Montréal-Paris. Encore une fois, il s'agit de faire jouer l'avantage de la multiplication des fréquences. L'utilisation de l'énorme A380 aurait forcé le transporteur à réduire le nombre de vols quotidiens entre les deux villes. M. Varwijk estime qu'Air France-KLM peut compter sur d'autres avantages pour tirer son épingle du jeu dans le contexte actuel. «La situation financière de l'entreprise est solide, a-t-il soutenu. Nous pouvons passer au travers la tempête.» Il a notamment soutenu que, cinq ans après la fusion d'Air France et KLM, il y a encore bien des synergies à aller chercher. L'entreprise n'a fait que commencer à combiner ses équipes de vente à l'échelle mondiale, ses systèmes informatiques et ses équipes d'approvisionnement. En outre, Air France-KLM s'apprête à lancer une coentreprise avec Delta-Northwest, ce qui permettra aux entreprises de partager les revenus liés aux liaisons entre l'Europe et l'Amérique du Nord. «Ce n'est pas quelque chose de nouveau, cela faisait déjà 11 ans que KLM avait formé une coentreprise avec Northwest», a-t-il rappelé. Air France-KLM a également annoncé récemment une prise de participation de 25% dans le transporteur italien Alitalia. «L'avenir est dans la coopération entre les transporteurs», a lancé M. Varwijk. Air France-KLM n'entend cependant pas répondre au ralentissement en adoptant une grille tarifaire à la Air Canada. Le transporteur canadien offre ses différents services à la carte. Le tarif est plus élevé si le passager désire plus de flexibilité, ou s'il veut un repas, ou s'il veut enregistrer des bagages supplémentaires. «C'est quelque chose qu'on voit moins en Europe, a déclaré M. Varwijk. Si les clients veulent ce type de différenciation, nous regarderons l'idée, mais pour l'instant, il n'y a pas une grande demande pour cela.» Par ailleurs, Air France-KLM ne ferme pas la porte à l'idée de commander un jour des appareils de la CSeries, la nouvelle famille d'appareils de 110 à 130 places de Bombardier. M. Varwijk a cependant déclaré que l'entreprise regardait également du côté d'Embraer, et même des nouveaux manufacturiers de biréacteurs régionaux de Russie et de Chine.
  15. Air Canada a conclu une entente de principe de trois ans avec ses agents des ventes et de la clientèle membres des TCA. Pour en lire plus...
  16. L'industrie aérienne pique du nez Les hausses importantes du prix du carburant, ces derniers mois, font mal à l'industrie aérienne mondiale, qui traverse une véritable crise. Un Boeing 777 New Livery arborant le nouveau logo de Delta Air Lines Vendredi, l'industrie aérienne américaine a publié une étude qui prévoit une vague de faillites importante parmi les transporteurs aériens des États-Unis si les prix du carburant demeurent aussi élevés. L'analyse de l'industrie aérienne commerciale américaine, effectuée par Airline Forecasts et Business Traveller, estime que la flambée des prix du carburant engendrera des hausses de coûts de 30 milliards de dollars américains pour l'industrie aérienne aux États-Unis alors que sa capacité d'augmentation des frais aux voyageurs excède à peine 4 milliards de dollars. Réductions de personnel et de vols au menu Pendant ce temps, à New York, le transporteur aérien US Airways annonçait une nouvelle série de mesures d'économies, qui comprend une réduction de 6 % à 8 % de ses vols intérieurs, qui se traduira par au moins 1700 mises à pied au sein de son personnel. La situation est pire encore chez Delta Air Lines, qui a annoncé vendredi qu'il prévoyait doubler le nombre de mises à pied annoncées au mois de mars dernier pour faire face à la crise qui mine les performances économiques de l'entreprise. La compagnie aérienne a offert dernièrement un programme de départ volontaire à plus de la moitié de ses 55 000 employés. Craintes en Europe La situation n'est guère mieux en Europe, où plusieurs compagnies aériennes, telles que KLM, Air France, Lufthansa et Austrian Airlines en sont à leur seconde augmentation de la surcharge pour carburant qu'elles imposent à leurs passagers. Comme en Amérique, plusieurs transporteurs européens se voient obligés de réduire leur nombre de vols ou carrément de déclarer faillite. Selon la directrice générale d'Air France Canada, Bénédicte Duval, citée par la Presse canadienne, l'industrie doit s'attendre à ce que la situation actuelle entraîne une vague de faillites, de fusions-acquisitions et de consolidations. Au moins 28 compagnies aériennes sont disparues dans le monde au cours des six derniers mois, a rapporté pour sa part Jean-Marc Eustache, président et chef de la direction du transporteur montréalais Transat. Les transporteurs canadiens ne sont pas épargnés Bien que chez Transat la situation ne soit pas catastrophique dans l'immédiat, selon la Presse canadienne, Jean-Marc Eustache a néanmoins évoqué, jeudi, lors d'une téléconférence sur les résultats du deuxième trimestre, une éventuelle réduction de la taille de l'entreprise si la situation ne se stabilise pas. Les bénéfices de Transat ont en effet diminué de 24,4 % au deuxième trimestre 2008 par rapport au deuxième trimestre de 2007. Chez Air Canada, le transporteur impose depuis mai des suppléments carburant sur tous ses vols intérieurs et internationaux pour tenter d'éponger les coûts du carburant. Selon le secrétaire général se l'Organisation de l'aviation civile internationale, chaque hausse de 1 $US du prix du baril de pétrole brut sur les marchés se traduit par des coûts additionnels de 1,6 milliard de dollars américains pour l'industrie aérienne mondiale. http://www.radio-canada.ca/nouvelles/Economie-Affaires/2008/06/13/003-crise-indutrie-aerienne.shtml?ref=rss
  17. Québec investit 55 millions de dollars dans le réseau de la Société des établissements de plein air du Québec (SEPAQ). Pour en lire plus...
  18. Les deux transporteurs unissent leur force pour offrir un service amélioré sur le marché intérieur des États-Unis. Continental est le quatrième transporteur américain en importance. Pour en lire plus...
  19. La compagnie a offert plus de capacité et eu plus de trafic en juin, mais ses avions ont été un peu moins remplis. Pour en lire plus...
  20. Le transporteur devra annuler ou réduire le nombre de vols sur quatre destinations supplémentaires afin d'atteindre son objectif de réduction des effectifs. Pour en lire plus...
  21. La compagnie aérienne peut compter sur une flotte d'avions plus récents, donc moins énergivores, que la plupart de ses concurrents américains. Pour en lire plus...
  22. Pour l’année 2008, l’analyste Fadi Chamoun prévoit une perte de 72 cents par action. UBS conserve tout de même la cote du transporteur à «neutre». Pour en lire plus...
  23. Les temps sont durs pour l'industrie aérienne. La maison mère du transporteur Air Canada, Gestion ACE aviation, enregistre une perte nette de 135 millions de dollars pour son troisième trimestre. Pour en lire plus...
  24. Air Canada a signé une entente avec l'entreprise Aircell pour offrir à ses clients la possibilité de se connecter à Internet sur ses vols au printemps prochain. Pour en lire plus...
  25. Canadian smog costs $1 billion, 2,700 lives: CMA Canwest News Service Published: Wednesday, August 13, 2008 The Canadian Medical Association estimates that by 2031, more than 4,900 Canadians, mostly seniors, will die prematurely each year from the effects of polluted air.Dean Bicknell/Canwest News ServiceThe Canadian Medical Association estimates that by 2031, more than 4,900 Canadians, mostly seniors, will die prematurely each year from the effects of polluted air. OTTAWA -- Smog this year will contribute to the premature deaths of 2,700 Canadians and put 11,000 in hospitals, costing the economy and health-care system $1 billion, Canada's doctors say. A report by the Canadian Medical Association calculates that deaths linked to air pollution will rise over the next two decades, claiming nearly twice as many lives each year and costing $1.3 billion annually in health care and lost productivity. The study estimates that by 2031, more than 4,900 Canadians, mostly seniors, will die prematurely each year from the effects of polluted air. Ontario and Quebec will bear the brunt, with smog-related deaths soaring among aging baby-boomers and the chronically ill. In Ontario, the number of premature deaths could double, to 2,200, from 1,200 per year, while hospital admissions over the same period could jump by as much as 70%. The annual health-care and economic costs could rise by as much as 30%, to $740 million, from $570 million. Quebec's mortality rate could rise by 70%, from 700 a year to 1,200, while hospital admissions could spike by 50% annually, costing the province 10% more, or up to $290 million a year. While smog can trigger lung problems, accounting for up to 40% of hospital visits, heart attack and stroke are the real problems, responsible for more than 60% of all air-pollution-related hospital admissions, the study found. Pollutants such as nitrous oxide damage the heart by harming blood vessels, leading to atherosclerosis, a disease that makes people susceptible to heart attack and stroke. Besides the direct costs to the economy and the health system, the study tries to put a price on the poor quality of life and loss of life caused by smog-related deaths. With those estimated costs included, this year's total bill -- in addition to the $1 billion estimate for economic and health-care costs - would amount to more than $10 billion. That figure would rise to $18 billion a year by 2031, with nearly $16 billion of that the price the doctors' association puts on lost lives. But Gordon McBean, a renowned climatologist at the University of Western Ontario, questioned the accuracy of such estimates. While he praised the report and called most of its data sound, he said the attempt to put a price tag on lost life is problematic. "Health-care costs you can do a reasonably good job quantifying, but quality of life and the actual value of life is a bit difficult," said Mr. McBean, co-author of a recently published Health Canada report on the impact of climate change on human health. As a Canadian representative to the Nobel Prize-winning Intergovernmental Panel on Climate Change, Mr. McBean said the world's top experts have tried unsuccessfully to come up with similar estimates for the human cost of climate change. "That became very controversial because the people who did it said, 'Well, a North American is worth so many thousand dollars and an African is worth a small fraction of that.' And people like me didn't think that was acceptable," he said. Given that climate change likely will lead to more smoggy days, the report does not exaggerate the level of anticipated deaths caused by air pollution, said Mr. McBean. "They're not overstating the problem. If anything, these are lowball estimates."
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