Maybe Norman will tell us.Įxecutive Director Anita Walker, who is paid $176,494 annually, directed our calls to an assistant. The agency is not saying what it was for. The agency dropped $1,273 for one night last July 2 at the Red Lion Inn, records show. He’s usually hanging out in our side parlor people watching and soaking up rays.” On the website, guests are encouraged, “Don’t forget to meet Norman, our feline lobby ambassador during your visit. The Stockbridge bill - coming in at about $2,000 - was all at the Red Lion Inn, an old Yankee jewel, originally established in 1773 by Silas Pepoon. On the road again, they just can’t wait to get on the road again, and with a $9,000-plus bill for hotel stays in Memphis, Detroit, Maryland, Springfield, Eastham and Stockbridge, it’s fair to ask if the Mass Cultural Council is touring more than Willie Nelson. He is based in Seattle.Rarely will you find a group of more voracious eaters of fine cuisine or more seasoned travelers to beautiful destinations than at the Massachusetts Cultural Council.Īs the Herald’s Joe Dwinell reports, the agency has spent $3,685 since July 1 on air fare to California, Utah, Texas and Connecticut, spending that has the agency well on track to top last fiscal year’s $4,500 air fare bill.ĭid you know there were flights from Boston to Connecticut? That seems like the kind of info shared in VIP lounges among the jet-set class when the taxpayer is footing the bill. Ostrower, a Boston native, graduated from The George Washington University’s School of Media and Public Affairs with a bachelor’s degree in Political Communication. He is also an instructor at the University of Southern California in the Viterbi School of Engineering's Aviation Safety and Security program. Mr. Ostrower was editor of FlightBlogger for Flightglobal and Flight International Magazine covering the development of the Boeing 787 Dreamliner and other new aircraft programs from 2007 to 2012. Based first in Chicago and then in Washington, D.C., he covered Boeing, aviation safety, and the business of global aerospace.īefore that, Mr. Ostrower joined CNN in 2016 following four and a half years at the Wall Street Journal. Ostrower served as Aviation Editor for CNN Worldwide, guiding the network’s global coverage of the business and operations of aviation. Jon Ostrower is Editor-in-chief of The Air Current, where he leads coverage of the global aerospace and aviation industries. But as Clark and Emirates have benefitted from unbridled globalization and a 21st century brand of state capitalism, the airline is now at the mercy of a patchwork of travel restrictions. Dubai’s goals are Emirates’ goals, the relationship is symbiotic. ![]() But the airline itself has also grown and survived the industry’s ups and downs by being attached directly to the government of Dubai. Emirates received a $2 billion cash injection in March 2020 from the government of Dubai, according to Reuters. A quarter of its flight crew are gone and 25% of its headquarters staff have been cut. ![]() In no uncertain terms, COVID-19 has ravaged Emirates. “Nobody really thought this would go on for 14 or 15 months.” “We’re in a worse situation now as an industry than we thought we’d be a year ago,” said Clark. It’s been one year since the global aviation system hit bottom and Sir Tim Clark, Emirates longtime president, is thinking about what the global aviation industry can look like on the other side of the crisis. Related: Emirates’ Tim Clark says Boeing ‘not getting it’ on 737 Max, 787 Borders opened, consular restrictions were lowered, markets liberalized and prices fell - all enabled by new generations of efficient aircraft at ever-lower acquisition prices. The post-9/11 air travel era was The Age of Accessibility and Emirates its poster child. Dubai, a city state of the United Arab Emirates, wanted to be a superhub at the crossroads of the planet. ![]() ![]() The airline exists to eschew traditional borders. There has arguably been no greater beneficiary of globalization than Emirates airline. Yet, traffic is still sharply depressed as travel restrictions remain in place forcing many flights to operate sparsely filled or solely with cargo and hardened by the rising cases in many countries. Globally, about two-thirds of commercial flights have returned. The COVID-19 pandemic was a cataclysmic snap back in the unyielding two-decade march toward globalization and free movement of people by air.
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