alberta citylink
the mailing address of airlines: pobox161, medicinehat, alberta, t1a7e8, canada .
alberta citylink is bar xh and they have sold a couple jetstream32' s to peace air as well as a bae 31. quik air is, or was, using flight ops' s oc and flies the flight ops plane on ther sked back and forth to cyeg .
1999 - 685 - gt group. tn 7. interim approval with changes. introduction of tariff rates for ontario, quebec and alberta .
the airline was established and initiated operations in 1996. it was created to operate scheduled passenger services for air bc and air canada in alberta and eastern british columbia. in 2000, air canada cancelled its contract, but services continued for peace air until 2004. it had 20 employees. [ 1 ] scheduled services were also operated by bar xh air (established in 1974) under the name alberta citylink. however, scheduled services are no longer operated. [ 2 ]
operating under the name of alberta citylink, bar xh offered reliable standards of service, to provide scheduled services on a subcontracted basis to major air carriers across canada. before the merger of canada' s national carriers in 2000, we provided a scheduled commuter service to air canada. bar xh is not currently operating scheduled routes .
• 1600 within canada, the airline industry is clearly divided into three camps: the red, the blue, and the unaffiliated. the red camp includes scheduled air carriers aligned with air canada and includes wholly owned subsidiaries like air ontario, air nova, air bc, and air alliance, as well as smaller privately owned domestic carriers like alberta citylink, central mountain air, first air, air creebec, and bearskin airlines .
1999 - 892 - cnci. tn 8. interim approval. contribution charges for trunk - side and line - side access - amendment of its contribution rates for alberta to remain consistent with those of the incumbent local exchange carrier .
bar xh was a provider of canadian air charter service based in medicine hat and calgary, alberta, canada. bar xh offered air charter, air ambulance, scheduled flight services to major airlines as well as aviation and flight training services .
1999 - 01 - in re: form of regulation for telus communications (edmonton) inc. - telecom public notice crtc 1998 - 03. application for costs by the consumers’ association of canada, alberta branch. file number: 8085 - rp0007 / 98
1999 - 873 - tci. tns 78 / a. approved. amalgamation of the service charges of the former telus and tcei under a common tariff, so as to provide standard structures, rates and terms and conditions of service throughout alberta. eff. date = 20. 09. 99 .
1999 - 14 - in re: service to high - cost serving areas – telecom public notice crtc 1997 - 42. application for costs by the federation of alberta gas co - ops, submitted on its behalf by the campbell ryder consulting group. file numbers: 8665 - c12 - 04 / 97 and 4754 - 159
mr. stephen smith (president and chief executive officer, westjet airlines): good afternoon, ladies and gentlemen of the standing committee on transport. my name is stephen smith. i am the president and chief executive officer of westjet airlines, a regional low - fare carrier operating completely in western canada, based in calgary, alberta .
1999 - 452 - tci tn 85. approved. amalgamation of the digital exchange access (dea) services of the former telus communications inc. and telus communications (edmonton) inc. under a common tariff, so as to provide standard dea structures, rates and terms and conditions of service throughout alberta. eff. date = 24. 5. 99 .
1999 - 350 - tci. tn 45. approved. amalgamation of the centrex - based data services of the former telus communications inc. and telus communications (edmonton) inc. under a common tariff, so as to provide standard switched 56 digital service structures, rates, and terms and conditions of service throughout alberta. eff. date = 1. 5. 99 .
1999 - 359 - tci. tn 51. approved. addition of three new calling features: advanced call forwarding, do not disturb tm and call gate tm, and alignment of the services of the former telus communications inc. and telus communications (edmonton) inc. so as to provide similar calling features structures, rates, and terms and conditions of service throughout alberta .
1999 - 03 - in re: recovery of local competition start - up and local number portability costs - telecom public notice crtc 1998 - 10. application for costs by the alberta council on aging, the consumers’ association of canada, la fédération nationale des associations de consommateurs du québec and the national anti - poverty organization. file number: 8622 - s1 - 03 / 98
1999 - 789 - citytel. tn 37. approved. residential additional line bundle, from 1 september to 31 december 1999, consisting of: one additional individual residential access line, including the message relay centre charge; a choice of one custom calling feature service or call answer service (vmuif - voice messaging user interface forum); citylink unlimited internet service; and one e - mail address in addition to the address included with internet service. eff. date = 1. 9. 99 .
1999 - 364 - tci. tn 66. approved. special number search - amalgamation and restructuring of the prestige telephone numbers service of the former telus communications inc. and the special number search service of the former telus communications (edmonton) inc. under a common tariff, so as to provide standard service structures, rates, and terms and conditions of service throughout alberta. eff. date = 1. 5. 99 .
1999 - 1005 - tci. tn 143. approved. digital channel service and citynet 200 / 300 service - amalgamation of the digital channel - based data services of the former telus communications inc. and telus communications (edmonton) inc. under a common tariff, so as to provide standard dcs structures, rates and terms and conditions of service throughout alberta and grandfathering of the citynet service to allow customers with valid contracts to continue receiving citynet service until the expiry date of their existing contracts. eff. date = 22. 10. 99 .
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air canada tango was a low - cost subsidiary branch of air canada, which was established in 2001 to offer no - frills service on some of air canada' s routes and to reduce operating costs at the struggling main company. based in toronto, tango operated on the major longer - distance canadian routes between cities such as toronto, ottawa, montreal, calgary and vancouver, as well as to some holiday destinations in the usa and mexico such as fort lauderdale, seattle, tampa and mexico city .
the airline' s name is short for
tan and go
, which is in reference to the southern winter destinations that were initially planned to be served .
the airline was launched in november 2001 with a fleet of 12 airbus a320 and 9 boeing 737 - 200 aircraft, but by 2004 the airline had ceased flying .
air canada retained
tango
as a brand name for their cheapest air fare category .
air canada tango aircraft were configured in a full economy class layout rather than with a business class section as on regular air canada aircraft and featured a distinctive purple colour scheme .
this article is issued from wikipedia - version of the 4 / 16 / 2016. the text is available under the creative commons attribution / share alike but additional terms may apply for the media files .
air canada' s purchase last year of canadian airlines international and subsequent merger of operations left a bad taste among the travelling public - many missed flights, faced long delays, got bumped or lost their luggage .
feeling the heat from passengers and regulators alike, air canada president and chief executive officer robert milton appeared in a slick advertising campaign last summer, with a promise to give customers
the best possible service in the world
within 180 days. he claims to have solved most of the problems well before his self - imposed deadline .
lost in the plethora of media horror stories was the fallout from the merger on feeder agreements with both air canada and canadian and their regional partners. prior to consolidation, air canada and canadian had about 16 commercial agreements with smaller operators. today, there are eight codeshare agreements of different forms in place .
the main reason for the reduction is over - capacity - particularly in western canada, according to rick flynn, halifax - based vice - president, business development for air canada regional, the new entity bringing together all air canada' s feeder partners. flynn says ,
the situation at the tier three level was not unlike what was happening at the mainline operations where you had too much capacity and overlapping service .
president les little is optimistic, however, about future opportunities to get back into scheduled service following a shakeout of the air canada and canadian merger .
i would also love to set up some commercial tie with westjet ,
little says .
pacific coastal airlines of vancouver was providing service to canadian regional airlines, but was dropped after air canada took over canadian airlines. it had purchased three shorts 360 aircraft specifically to fly the routes designated to it by canadian. all codeshare flights were transferred to air bc after its contract with canadian was cancelled and pacific coastal is suing air canada for breach of contract .
our agreement with canadian represented about 30% of our business and these new agreements don' t represent anything near that ,
says pacific coastal' s chief executive daryl smith .
sunwest home aviation of calgary also took legal action against air canada after its codesharing agreement with canadian was cancelled. it had ordered four fairchild metro 23 aircraft to meet expanding route requirements and two had been delivered when air canada took over canadian. sunwest had been providing a wet - lease metro 23 to canadian since 1993, but entered into a codesharing and risk - sharing agreement with the airline in 1999 before it all came apart five months later .
although its agreement with canadian only represented about 15% of its business, sunwest was financially on the hook for two metro 23s, having cancelled the two others on order .
we looked at various options such as carrying on, on our own, but there was nobody to connect to ,
says mark eberl, the company' s managing director .
we looked at doing something similar with us carriers, but that also didn' t work .
eberl even contacted westjet, but it was too busy building its own route structure to show much interest .
we don' t fit their profile, because their clientele would save money by driving to calgary to catch a flight rather than hitch a ride on one of our aircraft .
eberl says the pain of
being dropped like a hot potato
by air canada has been eased slightly by the booming oil business, the primary focus of his charter operations .
meanwhile, air canada is busy uniting its regional carriers into a single brand whose name and logo is still under development, according to flynn. the plan is to launch the new brand by early autumn as part of a company - wide restructuring that has seen both the airline' s aeroplan loyalty programme and its technical services operation spun off into separate units .
the regionals - air bc, air nova, air ontario and canadian regional airlines, the former canadian airlines regional feeder - have merged to become a wholly owned subsidiary of air canada. the combined entity has 5, 000 employees and 132 aircraft, half of which are bombardier dash 8 - 100s. the rest of the fleet consists of 32 fokker f28 - 1000s, 19 dash 8 - 300s, 10 british aerospace 146s and five raytheon beech 1900ds .
plans to expand or modernise the fleet are on hold as part of air canada' s zero growth policy this year. and the different regionals must create a common bargaining unit for the entire fleet before moving ahead .
we' re dealing with more complexities now than with the air canada and canadian merger, because there are over 30 different agreements in place ,
says flynn .
it' s like a moving target with no set deadline, but we want to get an agreement in place as soon as possible so we can move forward with fleet renewal and better labour and customer relations .
the regional airline' s scope clause is extremely rigid as far as jet aircraft are concerned and is tied to the growth formula at the flagship carrier, which has a fleet of 239 aircraft, including 25 bombardier crj100s. as long as the mainline fleet stays at 239 aircraft, the regional division can continue to operate its jet aircraft. the scope clause restricts the number of jets, the size of the aircraft, the rate of transfer from air canada and the relative number of available seat miles that can be flown by the regional carrier. in addition, the carrier is limited to 55 - seat and 80 - seat turboprop aircraft. the number of jets it can operate is based on a floor of 39 jets, including the 10 bae 146s, with additions possible only if air canada adds aircraft of 100 seats plus .
the f28s are to be replaced by the crjs as long as new jet aircraft are introduced to the mainline fleet to replace them. since air canada announced no growth this year, however, the f28s can only be replaced by turboprops .
the eventual fleet renewal could lead to new opportunities for air canada in the regional carrier market, says flynn, noting that some of the partners have been approached to look at several different business arrangements .
with our regional expertise, we are actively seeking out opportunities for our excess capacity, notably the f28s, whether on a training basis or equity partnership with another carrier. it was never part of our business plan up to now, but it has been put on the agenda to research it further .
only twice in the first decade since the airbus a380 entered service has the double - deck aircraft ended a year with its order backlog higher than that of the previous one. on both occasions middle eastern carrier emirates alone had spared the programme from recording a duck for the year. emirates ordered 32 a380s in mid - 2010 and just eight days before the end of 2013 signed for another 50 of the type .
losing four geared turbofan engines to in - flight failures as a result of a botched durability upgrade was not how pratt & whitney wanted 2018 to begin quite the opposite .
evidence - tran (36 - 2) - no. 17 - house of commons of canada
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the chair (mr. stan keyes (hamilton west, lib .) ): good afternoon, colleagues. pursuant to standing order 108 (2), this is a study on the future of the airline industry in canada .
we welcome our witnesses this afternoon. representing westjet airlines, we have mr. stephen smith, president and ceo. from bearskin airlines, we have harvey friesen, president. and from first air, we have three representatives: mr. robert davis, president; mr. pita aatami, chairman; and mr. sam silverstone, the legal counsel .
gentlemen, good afternoon and welcome to the standing committee on transport. we look forward to hearing your presentations. i' d like to begin if i might with westjet airlines and mr. stephen smith .
mr. michel guimond (beauport—montmorency—côte - de - beaupré—île - d' orléans, bq): on a question of privilege, mr. chairman, i am raising section 117 of the points of order, which stipulates that the chair of a committee must maintain order in the committee and ensure that the proper procedure and practices are observed .
i am also raising, mr. chairman, beauchesne' s parliamentary rules and forms
, 6th edition, in which point 75 deals with members' freedom of speech. i will read you that point :
75. the privilege of freedom of speech is both the least questioned and the most fundamental right of the member of parliament on the floor of the house and in committee. it is primarily guaranteed in the british bill of rights which declared “that the freedom of speech and debates or proceedings in parliament ought not be impeached or questioned in any court or place outside of parliament” .
i am also raising, mr. chairman, point 69 of beauchesne' s parliamentary rules and forms ,
69. the speaker has reminded the house, “it is very important... to indicate that something can be inflammatory, can be disagreeable, can even be offensive, but it may not be a question of privilege unless the comment actually impinges upon the ability of members of parliament to do their job properly. ”
• 1540 i answered that i had a job to do, that i was doing this job to the best of my abilities, with my talents and my failings, but also with my heart, that i felt threatened by him, that i had a right to speak here, in parliament, because we live in a democracy and i had been sent here by citizens who trusted in me to represent them as well as any one of us .
i told him that, in a democracy, voters can change their representatives every four years if they' re not satisfied with their work, unlike senators who are appointed as a political reward .
i went to see the security guards with this individual. i asked him to identify himself. he was wearing a blue card issued by the house security service with the name scott bradley on it .
while all this was going on, ms. parrish arrived. i asked her if she had witnessed the threats he made against me and she said no, she hadn' t .
the security guard i met went to get his immediate superior and all the notes were recorded. at the moment, an inquiry is being carried out .
today at noon, i went to see the sergeant - at - arms cloutier and indicated to him that i would be raising this question of privilege and that it was up to you to decide, as committee chairman .
mr. chairman, considering the facts i' ve presented, considering the parliamentary law applicable in these cases, i would ask that you ensure my safety as a member of parliament and that you continue to recognize my right to speak, as you have always done, mr. chairman. i would like to repeat that i am not criticizing your chairmanship. whether you agree with the comments i make or not, you have always conducted the work of this parliamentary committee with a master' s hand, but i am telling you that my rights have been violated and i am afraid that other people will threaten and intimidate us .
the chair: mr. guimond raises a very important point, a point that we must, individually or as a collective, respect, and that is the ability to sit in a committee. we also have the privilege of being protected by the house of commons, because this committee and any committee of the house of commons is an extension of the house of commons .
we must be able to do our job to the best of our ability, and if that means asking questions that we feel are important and might not be to the liking of a particular individual who might be watching these proceedings, that' s too bad, because quite frankly, we have a job to do .
i don' t care if it' s a member of any opposition party or my colleagues on the government side. i have to remain as neutral as i can as chair and protect the integrity and the abilities of every member of this committee to express their views, ask the questions, and get to the point of whatever it is they want to do with the witness .
• 1545 mr. guimond, when i left the committee this afternoon, i was told of the altercation out front—the altercation of words; let' s make that clear. the first thing i did on your behalf, as i would on anyone' s behalf as a member of this committee, is i had a discussion with mr. cloutier as well. i have asked for, and mr. cloutier has supplied us with, a security guard outside this door so that, for your security and the security of all members, when the committee meeting is concluded and you want to leave, you can leave without fear of being harassed .
we all know there' s a bit of a game that happens here in ottawa. it' s an art form. we walk out of question period, and even the door coming out of question period is jammed with cameras and reporters, and everyone is trying to get their clip from the latest hot member of parliament or cabinet minister, and in the case of a committee, the latest witness who happens to be on the hot seat at that moment. so there' s a scrum, and scrums can be very difficult to get through .
at times witnesses and the friends of witnesses who sit behind our witnesses will get as tempered as we do sometimes, except we have the right to be tempered, sitting here to ask the questions. quite frankly, after the fact, if they want to have a discussion, they can come up to us and have a discussion. we hope that discussion is always done in a non - hostile manner .
unfortunately, in this circumstance, i have heard it didn' t happen that way .
mr. guimond, i hope you' ll take some solace in the fact that i have spoken with the sergeant - at - arms, mr. gus cloutier. a security guard will, from this day forward until the end of these hearings, be posted outside this door so as to make sure you can come and go without any harassment .
on the matter of asking this individual to no longer be admitted into the committee room, i too would like to have a discussion with this individual, from the perspective of being a chair, to point out to him that he went over the line in the opinion of one of my members of this committee. i would like to see what this individual does first. from what you have told me—and i don' t have both sides of the story quite yet—i would expect that if there were no witnesses... i am familiar with this individual, and i am probably 90% sure this individual will get in contact with you in one way or another to express an apology .
i hope that goes some distance in satisfying your point of order with us this afternoon. mr. guimond, do you have anything to add ?
we apologize to the witnesses for the interruption. it was obviously a necessary one .
mr. smith, when you' re comfortable, we would like to hear your presentation on behalf of westjet .
• 1550 why has westjet been successful when other airlines have not been? there are a number of factors, but primarily it comes down to our people. westjet invests heavily in its people, and as a result they provide us with a low - cost structure where we average approximately 65 employees per aircraft versus the two major carriers, who currently employ between 140 and 170 employees per aircraft. in addition, our people give us a customer service for which we are renowned and which really is the reason people continue to come back to westjet .
westjet fares are, on average, approximately one - half of those charged by the major carriers, and none of our fares have any saturday night stay requirements in them. we are the true low - cost carrier .
westjet' s marketing philosophy is not to garner market share, but rather we grow the marketplace in which we serve. in 1997, when westjet had only seven aircraft compared with 1995, which was before we had started, we had seen our marketplace grow an average of 150% . now that we are up to 13 aircraft we believe the stimulation is much greater than that. prior to our arrival, markets would grow an average of approximately 3% per year, for comparison' s sake .
from the financial results posted by air canada, the three publicly traded charter airlines, some regional carriers and ourselves, which all appear to be relatively healthy, we can only draw the conclusion that the airline industry in canada is not broken .
first, we request that there not be any reregulation of the industry in canada. we believe this is wrong and definitely not called for .
second, assuming that one of the current offers is successful, we will end up with one major carrier in canada. westjet is very pro competition. we were born in an era of competition. we will thrive in an era of competition. while we do not believe we compete with the major carriers, any restructuring or consolidation in the airline industry would be extremely favourable to westjet. we become a viable alternative to the major airlines as their frequency on routes decreases and ours increases .
we do have a problem, however, if one carrier controlling approximately 90% of the airline industry in canada is free to do whatever they want in terms of current or potential competition. you can imagine what would happen if a carrier were to control the high - fare market and also decided to get into the low - fare marketplace. there would be very few if any openings for future competition .
• 1555 in addition, it would allow this new large entity to cross - subsidize its low - fare operation from an obviously profitable high - fare operation that would have no competition .
as a result, we are asking transport canada, along with the competition bureau, to ensure that a framework of competition is built into any single carrier proposal .
we have seen a letter from mr. konrad von finckenstein, commissioner of competition, to the hon. david collenette, minister of transport, with respect to some ideas into which we had some input, and we are supportive of many of the ideas contained in that letter .
westjet believes we live in an efficient economy and as a result we must allow competition and the forces in that efficient economy to occur .
obviously this does not guarantee that every company that exists will always exist, and in fact i will suggest to you that would only see a regeneration of the airline industry if there were some dramatic change to the current existing scenario .
in addition, there has been some comment about allowing foreign airlines to operate on domestic routes. while once again westjet is pro competition, without reciprocal agreements in other countries we do not believe this makes sense for canada, and in particular not for westjet .
without the ability to respond to foreign carriers who may decide to set up service on canadian routes, it can create an unequal playing field in which we could find it very difficult to compete .
from my speech, i would like you to take the following. first, westjet has been doing, and continues to do, extremely well. this morning we released our third - quarter results and on a margin basis we are one of the top profitable airlines in north america, if not the top profitable airline, on a margin basis, in north america .
secondly, we believe there' s a problem with one player in the industry .
third, while westjet will do well with any restructuring or consolidation, if we end up with one dominant carrier, we would ask the competition bureau and transport canada to ensure that we have a competitive, fair, and equitable airline industry .
we would ask that the concept of reregulation not be considered, and we do not support the ability for foreign - owned carriers to operate in canada without reciprocal agreements .
the chair: thank you, mr. smith. we appreciate that, and all within the 10 minutes too, which is terrific .
mr. harvey friesen (president, bearskin airlines): mr. chairman, honourable members of parliament, and ladies and gentlemen, i' d like to thank you for the opportunity to make a presentation to the transportation committee at this time .
bearskin airlines, or our corporate name, bearskin lake air service, will celebrate its 37th anniversary in july 2000. bearskin airlines' roots are deep in the soil of northern ontario, and the company has come a long way since its founding on july 17, 1963 .
at present, bearskin airlines operates a fleet of 26 aircraft under a variety of schedule, charter, and contract services. bearskin airlines is northern ontario' s hometown airline and its largest commuter airline .
in 1999 the company will carry more than 200, 000 passengers to 38 destinations on almost 200 scheduled departures daily. bearskin is also a charter carrier in the region, providing services to government, corporate, and private interest groups .
bearskin' s scheduled network extends from flin flon, the pas, and winnipeg in the west, to sudbury, north bay, and ottawa in the east, and as far north as peawanuck and fort severn on the hudson bay coast .
our current marketing agreement with air canada' s connector carrier, air ontario, provides for our participation in the aeroplan frequent flyer program as well as joint fares with air canada .
affiliation with air canada provides for a number of marketing tools that enable the red camp to be more competitive than they could be individually. wholly owned subsidiaries and some of the privately owned carriers participate in code sharing with air canada .
all airlines in the red camp are offered participation in the aeroplan frequent flyer program, as well as through fares or joint fares. these airlines also endeavour to facilitate connections between each other at the hub airports, providing a seamless service for passengers and baggage that make multiple connections .
globally, air canada is aligned with other carriers in the star alliance, including lufthansa, united airlines, sas, and other carriers. the benefits to these member carriers are similar to those outlined above .
the blue camp includes scheduled air carriers aligned with canadian airlines international and includes wholly owned subsidiaries like canadian regional, as well as privately owned carriers like ontario regional, inter - canadien, and calm air, in which canadian has a part interest .
globally, canadian airlines is aligned with other carriers in the oneworld alliance, including american airlines, british airways, and other carriers. the benefits to members of this alliance are similar to those outlined in the red camp and star alliance partners .
unaffiliated carriers include scheduled and charter carriers who have remained independent, like westjet, canada 3000, royal aviation, and others. most of these carriers serve only larger markets on a point - to - point basis. although these carriers can be and are competitive in the markets they serve, they are unable to compete effectively in a true global sense .
within the current environment, wholly owned subsidiaries of either the red or blue camp can receive specific direction in terms of markets served or fares charged. privately owned affiliated carriers are free to do as they like, although policies that are not endorsed by the major carriers could have negative effects on their relationship .
bearskin airlines prides itself on being a canadian airline, and, as an operator and business owner in this country, we would not like to see any changes that would effectively place control of our industry out of the hands of canadians .
there has been much said about the impact of job losses and layoffs, and again, comments have been made on minimizing this impact by expansion and attrition. for independents our size, the concern is, will this expansion to reduce layoffs result in dumping aircraft and financial resources on routes currently operated by independents, commuters, and regionals, who will be stripped of their marketing tools and end up going it alone against their former partner? if this occurs, the layoffs will happen not with the large carrier, but with the small independents who cannot fight such a huge competitor.
alberta citylink was an airline based in medicine hat , alberta , canada . it operated domestic passenger service for air canada as an air canada connector air carrier via a code sharing agreement . its main base was medicine hat airport , with a hub at calgary international airport
alberta citylink was an airline based in medicine hat, alberta, canada. it operated domestic passenger service for air canada as an air canada connector air carrier via a code sharing agreement. its main base was medicine hat airport, with a hub at calgary international airport
alberta citylink was an airline based in medicine hat, alberta, canada. it operated domestic passenger service for air canada as an air canada connector air carrier via a code sharing agreement. its main base was medicine hat airport, with a hub at calgary international airport