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WORLD AVIATION Yearbook 2013 EUROPE
WORLD AVIATION Yearbook 2013 EUROPE 1 PROFILES W ESTERN EUROPE TOP 10 AIRLINES SOURCE: CAPA - CENTRE FOR AVIATION AND INNOVATA | WEEK startinG 31-MAR-2013 R ANKING CARRIER NAME SEATS Lufthansa 1 Lufthansa 1,739,886 Ryanair 2 Ryanair 1,604,799 Air France 3 Air France 1,329,819 easyJet Britis 4 easyJet 1,200,528 Airways 5 British Airways 1,025,222 SAS 6 SAS 703,817 airberlin KLM Royal 7 airberlin 609,008 Dutch Airlines 8 KLM Royal Dutch Airlines 571,584 Iberia 9 Iberia 534,125 Other Western 10 Norwegian Air Shuttle 494,828 W ESTERN EUROPE TOP 10 AIRPORTS SOURCE: CAPA - CENTRE FOR AVIATION AND INNOVATA | WEEK startinG 31-MAR-2013 Europe R ANKING CARRIER NAME SEATS 1 London Heathrow Airport 1,774,606 2 Paris Charles De Gaulle Airport 1,421,231 Outlook 3 Frankfurt Airport 1,394,143 4 Amsterdam Airport Schiphol 1,052,624 5 Madrid Barajas Airport 1,016,791 HE EUROPEAN AIRLINE MARKET 6 Munich Airport 1,007,000 HAS A NUMBER OF DIVIDING LINES. 7 Rome Fiumicino Airport 812,178 There is little growth on routes within the 8 Barcelona El Prat Airport 768,004 continent, but steady growth on long-haul. MostT of the growth within Europe goes to low-cost 9 Paris Orly Field 683,097 carriers, while the major legacy groups restructure 10 London Gatwick Airport 622,909 their short/medium-haul activities. The big Western countries see little or negative traffic growth, while the East enjoys a growth spurt ... ... On the other hand, the big Western airline groups continue to lead consolidation, while many in the East struggle to survive. -
Domestic Airline Competition, Legacy Carrier Consolidation and the Rise of the Low-Cost Carrier
DOMESTIC AIRLINE COMPETITION, LEGACY CARRIER CONSOLIDATION AND THE RISE OF THE LOW-COST CARRIER A Thesis submitted to the Faculty of the Graduate School of Arts and Sciences of Georgetown University in partial fulfillment of the requirements for the degree of Master of Public Policy in Public Policy By Christian T. Ueland, B.S. Washington, DC April 13, 2017 Copyright 2017 by Christian T. Ueland All Rights Reserved ii The research and writing of this thesis is dedicated to my family and friends. Many thanks, Christian Ueland iii DOMESTIC AIRLINE COMPETITION, LEGACY CARRIER CONSOLIDATION AND THE RISE OF THE LOW-COST CARRIER Christian T. Ueland, B.S. Thesis Advisor: Terry Kennedy, Ph.D. ABSTRACT In the past eight years, the airline market in the United States has gone through a string of bankruptcies, some brought on by the severe economic recession in 2008 and 2009. These financial difficulties provided the impetus for four giant airline mergers, causing concern that market concentration had exceeded a healthy limit. This paper examines the competitive landscape of domestic air travel through an analysis of the relationship between airline fares and different levels of competition in the domestic airline market. Taking US Department of Transportation data from 2008 and 2016, I use an ordinary least squares (OLS) regression model to determine the relationship between average market fares and the type/number of competing airlines in each airport-pair market. The results for each year represent the strength of competitive forces, which I then compare to determine the manner in which competition has changed over the eight-year period. -
Monday, December 9, 2013
Corporate Communications 817-967-1577 [email protected] FOR RELEASE: Monday, December 9, 2013 AMERICAN AIRLINES GROUP ANNOUNCES EQUITY DISTRIBUTION UPDATE FORT WORTH, Texas – Today’s consummation of the merger between AMR Corporation and US Airways Group, Inc. and the effectiveness of AMR’s Plan of Reorganization (the “Plan”) will result in the distribution of American Airlines Group Inc. common stock (NASDAQ: AAL) and convertible preferred stock (NASDAQ: AALCP) to equity holders, creditors and employees of AMR Corporation. American Airlines Group Inc. has determined that holders of AMR common stock (formerly traded under the symbol: “AAMRQ”) will receive, for each share of AMR common stock, an initial distribution of approximately 0.0665 shares of AAL in connection with the occurrence of the effective date of the Plan. AAMRQ holders may in the future receive additional distributions based on the trading price of AAL common stock during the 120 day period after the effective date and the total amount of allowed claims, in each case, in accordance with the terms of the Plan. Additional Information and Where to Find It For questions about distributions under the Plan, please visit www.amrcaseinfo.com. For information about American Airlines Group Inc., including financial information, corporate governance and its SEC filings, please visit www.aa.com/investorrelations. About American Airlines Group American Airlines Group (NASDAQ: AAL) is the holding company for American Airlines and US Airways. Together with American Eagle and US Airways Express, the airlines operate an average of nearly 6,700 flights per day to 339 destinations in 54 countries from hubs in Charlotte, Chicago, Dallas/Fort Worth, Los Angeles, Miami, New York, Philadelphia, Phoenix and Washington, D.C. -
US and Plaintiff States V. US Airways Group, Inc. and AMR Corporation
Case 1:13-cv-01236-CKK Document 170 Filed 04/25/14 Page 1 of 28 UNITED STATES DISTRICT COURT FOR THE DISTRICT OF COLUMBIA UNITED STATES OF AMERICA, et al. Plaintiffs, v. Case No. 1:13-cv-01236 (CKK) US AIRWAYS GROUP, INC. and AMR CORPORATION Defendants. FINAL JUDGMENT WHEREAS, Plaintiffs United States of America ("United States") and the States of Arizona, Florida, Tennessee and Michigan, the Commonwealths of Pennsylvania and Virginia, and the District of Columbia ("Plaintiff States") filed their Complaint against Defendants US Airways Group, Inc. ("US Airways") and AMR Corporation ("American") on August 13, 2013, as amended on September 5, 2013; AND WHEREAS, the United States and the Plaintiff States and Defendants, by their respective attorneys, have consented to the entry of this Final Judgment without trial or adjudication of any issue of fact or law, and without this Final Judgment constituting any evidence against or admission by any party regarding any issue of fact or law; AND WHEREAS, Defendants agree to be bound by the provisions of the Final Judgment pending its approval by the Court; 1 Case 1:13-cv-01236-CKK Document 170 Filed 04/25/14 Page 2 of 28 AND WHEREAS, the essence of this Final Judgment is the prompt and certain divestiture of certain rights or assets by the Defendants to assure that competition is not substantially lessened; AND WHEREAS, the Final Judgment requires Defendants to make certain divestitures for the purposes of remedying the loss of competition alleged in the Complaint; AND WHEREAS, Defendants have represented to the United States and the Plaintiff States that the divestitures required below can and will be made, and that the Defendants will later raise no claim of hardship or difficulty as grounds for asking the Court to modify any of the provisions below; NOW THEREFORE, before any testimony is taken, without trial or adjudication of any issue of fact or law, and upon consent of the parties, it is ORDERED, ADJUDGED, AND DECREED: I. -
Essays on Strategic Behavior in the U.S. Airline Industry
Essays on Strategic Behavior in the U.S. Airline Industry Dissertation Presented in Partial Fulfillment of the Requirements for the Degree Doctor of Philosophy in the Graduate School of The Ohio State University By Kerria Measkhan Tan, B.A., M.A. Graduate Program in Economics The Ohio State University 2012 Dissertation Committee: Matthew Lewis, Advisor James Peck Huanxing Yang c Copyright by Kerria Measkhan Tan 2012 Abstract In my first dissertation essay, \Incumbent Response to Entry by Low-Cost Carri- ers in the U.S. Airline Industry," I analyze the price response of incumbents to entry by low-cost carriers in the U.S. airline industry. Previous theoretical papers suggest that airlines might respond to entry by lowering prices to compete harder for existing customers or they might increase prices to exploit their brand-loyal customers. This paper tests which effect is more prominent in the airline industry. I find that when one of four low-cost carriers enters a particular route, legacy carrier incumbents respond differently than low-cost carrier incumbents to new low-cost carrier entry. Legacy carriers decrease their mean airfare, 10th percentile airfare, and 90th percentile air- fare before and after entry by a low-cost carrier. However, low-cost carriers do not significantly alter their pricing strategy. The differing incumbent responses can be attributed to the finding that low-cost carrier entrants tend to match the price set by rival low-cost carriers in the quarter of entry and tend to enter with a lower price than that of legacy carrier incumbents. The results also suggest that entry does not affect price dispersion by incumbent carriers. -
692-5000 in the Matter of the Application of the 31 NMB No. 110
NATIONAL MEDIATION BOARD WASHINGTON, DC 20572 (202) 692-5000 In the Matter of the Application of the 31 NMB No. 110 INTERNATIONAL BROTHERHOOD FILE NO. CR-6842 OF TEAMSTERS FINDINGS UPON alleging a representation dispute INVESTIGATION pursuant to Section 2, Ninth, of the Railway Labor Act, as September 16, 2004 amended involving employees of ALLEGHENY AIRLINES, INC. AND PIEDMONT AIRLINES, INC. This determination addresses the applications filed by the International Brotherhood of Teamsters, AFL-CIO (IBT) and the Communications Workers of America (CWA). IBT requests the National Mediation Board (Board or NMB) to investigate whether Allegheny Airlines, Inc. (Allegheny) and Piedmont Airlines, Inc. (Piedmont or collectively with Allegheny as Carriers) operate as a single transportation system. The investigation establishes that Allegheny and Piedmont operate as a single transportation system for purposes of the craft or class of Fleet and Passenger Service Employees. PROCEDURAL BACKGROUND On February 13, 2004, IBT filed an application alleging a representation dispute involving the consolidated Fleet and Passenger Service Employees craft or class formed by the -528- 31 NMB No. 110 merger of Allegheny into Piedmont. IBT asserted that Allegheny and Piedmont constitute a single transportation system. The application was assigned NMB File No. CR-6842. The Board assigned Maria-Kate Dowling to investigate. On March 2, 2004, the Board requested that the Carriers provide information on whether Allegheny and Piedmont were operating as a single transportation system. The Carriers jointly responded on March 23, 2004. On March 26, 2004, CWA filed an application alleging a representation dispute involving the combined Allegheny/Piedmont Fleet and Passenger Service Employees craft or class. -
Analysis of Global Airline Alliances As a Strategy for International Network Development by Antonio Tugores-García
Analysis of Global Airline Alliances as a Strategy for International Network Development by Antonio Tugores-García M.S., Civil Engineering, Enginyer de Camins, Canals i Ports Universitat Politècnica de Catalunya, 2008 Submitted to the MIT Engineering Systems Division and the Department of Aeronautics and Astronautics in Partial Fulfillment of the Requirements for the Degrees of Master of Science in Technology and Policy and Master of Science in Aeronautics and Astronautics at the Massachusetts Institute of Technology June 2012 © 2012 Massachusetts Institute of Technology. All rights reserved Signature of Author__________________________________________________________________________________ Antonio Tugores-García Department of Engineering Systems Division Department of Aeronautics and Astronautics May 14, 2012 Certified by___________________________________________________________________________________________ Peter P. Belobaba Principal Research Scientist, Department of Aeronautics and Astronautics Thesis Supervisor Accepted by__________________________________________________________________________________________ Joel P. Clark Professor of Material Systems and Engineering Systems Acting Director, Technology and Policy Program Accepted by___________________________________________________________________________________________ Eytan H. Modiano Professor of Aeronautics and Astronautics Chair, Graduate Program Committee 1 2 Analysis of Global Airline Alliances as a Strategy for International Network Development by Antonio Tugores-García -
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Case No. 3:10-Cv-02858-Rs United States District Court Nort
Case3:10-cv-02858-RS Document75 Filed08/24/10 Page1 of 46 1 2 3 4 5 6 7 8 UNITED STATES DISTRICT COURT 9 NORTHERN DISTRICT OF CALIFORNIA 10 SAN FRANCISCO DIVISION 11 12 Michael C. Malaney, et al., 13 Plaintiffs, 14 CASE NO. 3:10-CV-02858-RS vs. TESTIMONY OF DANIEL RUBINFELD 15 UAL CORPORATION, UNITED AIR 16 LINES, INC., and CONTINENTAL AIRLINES, INC., 17 Defendants. 18 19 20 21 22 23 24 25 26 1025 TESTIMONY OF DANIEL RUBINFELD CASE NO. 3:10-CV-02858-RS Case3:10-cv-02858-RS Document75 Filed08/24/10 Page2 of 46 UNITED STATES DISTRICT COURT NORTHERN DISTRICT OF CALIFORNIA SAN FRANCISCO DIVISION Michael C. Malaney, et al., Plaintiffs, CASE NO. 3:10-CV-02858-RS vs. UAL CORPORATION, UNITED AIR LINES, INC., and CONTINENTAL AIRLINES, INC., Defendants. Expert Report of Daniel Rubinfeld CONFIDENTIAL Case3:10-cv-02858-RS Document75 Filed08/24/10 Page3 of 46 I. QUALIFICATIONS ..........................................................................................................4 II. ASSIGNMENT AND SUMMARY OF OPINION ..........................................................5 III. INDUSTRY BACKGROUND ..........................................................................................7 IV. BENEFITS FROM THE MERGER ARE SUBSTANTIAL .......................................10 A. REDUCTIONS IN COSTS WILL TEND TO REDUCE NOMINAL FARES ............................. 11 1. The elimination of double marginalization will reduce nominal fares and create incentives to increase capacity and output ...........................................11 2. The merger will reduce other costs by at least $165-338 million annually .....13 B. THE MERGER WILL IMPROVE THE QUALITY OF AIRLINE SERVICE ........................... 14 3. The combination of complementary networks will improve the quality of the network and therefore the value to consumers of airline service on the combined carrier ..............................................................................................15 4. -
Open Honors Thesis Lap Chi Adriano Chao.Pdf
THE PENNSYLVANIA STATE UNIVERSITY SCHREYER HONORS COLLEGE DEPARTMENT OF SUPPLY CHAIN AND INFORMATION SYSTEMS AIRLINE MERGER WAVES IN THE UNITED STATES IS A MERGER BETWEEN AMERICAN AIRLINES AND US AIRWAYS POSSIBLE? LAP CHI ADRIANO CHAO Spring 2011 A thesis submitted in partial fulfillment of the requirements for baccalaureate degrees in Management and Economics with honors in Supply Chain and Information Systems Reviewed and approved* by the following: Robert Novack Associate Professor of Supply Chain and Information Systems Thesis Supervisor John Spychalski Professor Emeritus of Supply Chain and Information Systems Honors Adviser * Signatures are on file in the Schreyer Honors College. i ABSTRACT Commercial airlines are an important part of the transportation industry in the United States. A better understanding of the reasons for a series of airline merger waves in the United States can help airline professionals realize the criteria and requirements of a merger. This study examined three recent U.S. airline mergers (i.e., Delta-Northwest, United-Continental and Southwest-AirTran) and deduced eight major dimensions of merger motivations, including network synergies, antitrust immunity, fleet commonality, alliance coordination, market positioning, financial benefits and shareholders’ approval, union support and organizational learning. The feasibility of a hypothetical merger between American Airlines and US Airways was determined using the eight dimensions derived. Results suggested that the merger was unlikely to increase the competitiveness -
Alliances and Antitrust Immunity: Why Domestic Airline Competition Matters
Alliances and Antitrust Immunity: Why Domestic Airline Competition Matters By Diana L. Moss he debate over competition in the U.S. airline of some requests for ATI, it makes sense that U.S. airlines industry in recent years has focused largely on that dominate the three international alliances (Delta, Tdevelopments in domestic airline markets, rang- United, and American) would focus on highlighting alleg- ing from mergers, access to airports (e.g., slots), alleged edly competitive conditions in U.S. markets to support anticompetitive coordination on airline capacity and ancil- their requests for ATI. This article argues that such con- lary fees, and concerns over deteriorating quality of air ditions, which are not as rosy as these airlines claim, are service.1 Airline competition in international markets, precisely the reason why policy surrounding ATI is ripe however, also raises concerns and merits scrutiny. Chief for reconsideration. The article provides a brief review of among these concerns is the U.S. Department of Trans- alliance growth over the past 25 years and dominance of portation’s (DOT’s) policy of granting immunity from U.S. U.S. carriers in these alliances, examines the shift in eco- antitrust laws (ATI) for coordination on schedules and nomic evidence regarding the costs and benefits of ATI, fares by members of the three large international airline and provides empirical analysis that highlights competitive alliances: Star Alliance, oneworld, and SkyTeam. A second concerns over ATI and its implications for U.S. consumers. issue of concern is barriers to entry by foreign carriers on The article concludes with policy recommendations. -
Game Theory: the Om Dern-Day Airline Dogfight Nathaniel Schattner Eastern Kentucky University, Nathaniel [email protected]
Eastern Kentucky University Encompass Honors Theses Student Scholarship Spring 2017 Game Theory: The oM dern-Day Airline Dogfight Nathaniel Schattner Eastern Kentucky University, [email protected] Follow this and additional works at: https://encompass.eku.edu/honors_theses Recommended Citation Schattner, Nathaniel, "Game Theory: The odeM rn-Day Airline Dogfight" (2017). Honors Theses. 447. https://encompass.eku.edu/honors_theses/447 This Open Access Thesis is brought to you for free and open access by the Student Scholarship at Encompass. It has been accepted for inclusion in Honors Theses by an authorized administrator of Encompass. For more information, please contact [email protected]. EASTERN KENTUCKY UNIVERSITY Game Theory: The Modern-Day Airline Dogfight Honors Thesis Submitted in Partial Fulfillment of the Requirements of HON 420 Spring 2017 By Nathaniel Schattner Faculty Mentor Dr. Frank O’Connor Department of Government and Economics Schattner 2 Abstract Game Theory: The Modern-Day Airline Dogfight Nathaniel Schattner Dr. Frank O’Connor Department of Government and Economics This study examines the narrowing differentiation between legacy airlines and low-cost carriers in the United States by exploring the competitive strategies each group borrows from one another. Specifically, this work examines the implementation of a new type of economy fare by Delta Air Lines, called basic economy, and evaluates how the fare has impacted a key metric of airline performance: domestic operating revenues. In the first part of this thesis, an explanation of the history behind airline marketing efforts as well as what constitutes a low-cost carrier and a legacy carrier is provided. A brief description of game theory is included as well. -
US Airways, Inc. (Exact Name of Registrant As Specified in Its Charter) (Commission File No
Table of Contents UNITED STATES SECURITIES AND EXCHANGE COMMISSION Washington, D.C. 20549 Form 10-K (Mark One) ANNUAL REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934 For the fiscal year ended December 31, 2008 or o TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934 For the transition period from to US Airways Group, Inc. (Exact name of registrant as specified in its charter) (Commission File No. 1-8444) Delaware 54-1194634 (State or other Jurisdiction of (IRS Employer Incorporation or Organization) Identification No.) 111 West Rio Salado Parkway, Tempe, Arizona 85281 (Address of principal executive offices, including zip code) (480) 693-0800 (Registrants telephone number, including area code) Securities registered pursuant to Section 12(b) of the Act: Title of Each Class Name of Each Exchange on Which Registered Common Stock, $0.01 par value New York Stock Exchange Securities registered pursuant to Section 12(g) of the Act: None US Airways, Inc. (Exact name of registrant as specified in its charter) (Commission File No. 1-8442) Delaware 54-0218143 (State or other Jurisdiction of (IRS Employer Incorporation or Organization) Identification No.) 111 West Rio Salado Parkway, Tempe, Arizona 85281 (Address of principal executive offices, including zip code) (480) 693-0800 (Registrants telephone number, including area code) Securities registered pursuant to Section 12(b) of the Act: None Securities registered pursuant to Section 12(g) of the Act: None DOCUMENTS INCORPORATED BY REFERENCE Portions of the proxy statement related to US Airways Group, Inc.’s 2009 Annual Meeting of Stockholders, which proxy statement will be filed under the Securities Exchange Act of 1934 within 120 days of the end of US Airways Group, Inc.’s fiscal year ended December 31, 2008, are incorporated by reference into Part III of this Annual Report on Form 10-K.