DOCSLIB.ORG

Airport Slot Allocation Processes

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Airport Slot Allocation Processes FACULDADE DE ENGENHARIA DA UNIVERSIDADE DO PORTO Airport Slot Allocation Processes Rafael Filipe dos Santos Mestrado Integrado em Engenharia Eletrotécnica e de Computadores Supervisor: Maria Antónia da Silva Lopes de Carravilla February 1, 2018 Airport Slot Allocation Processes Rafael Filipe dos Santos Mestrado Integrado em Engenharia Eletrotécnica e de Computadores February 1, 2018 Resumo Hoje em dia aeroportos encaram imensos casos de congestionamento, resultando em atrasos de voos, levando assim a tentar encontrar uma solução que permita mitigar este problema. Uma das soluções mais adoptadas para mitigar congestionamento de aeroportos é utilizando o processo de alocação de slots da International Air Transport Association (IATA). Este processo consiste em alocar horários de voos de acordo com certas regras e com base nos pedidos feitos pelas companhias aéreas. Contudo, é um processo que é extremamente difícil de optimizar devido a restrições impostas por aeroportos, levando a casos em que existe uma discrepância enorme entre horários requisitados e horários alocados. Esta tese consiste em encontrar uma forma optimizada the resolver o problema de alocação de slots em aeroportos. O principal desafio neste problema é encontrar um método capaz de alcançar um solução admissível, que siga maior parte das guidelines impostas pela IATA. O projeto desenvolvido começa com uma revisão literária de maneira a adquirir a informação necessária de como o processo de alocação de slots é realizado tendo em conta as regras da IATA. Uma análise meticulosa é feita em ordem a perceber quais são as regras prioritárias principais e como essas influenciam o processo de alocação de slots. Uma análise da congestão de aeroportos é também feita de maneira a perceber como surgem atrasos e como diferentes maneiras podem ser tomadas de maneira a mitigar esses atrasos. Uma análise cuidadosa teve de ser feita visto a tese focar-se numa abordagem em particular, e então um bom entendimento de todos os processos involvidos nessa abordagem tem de ser garantido de maneira a encontrar sucesso na solução apresentada. Visto que o problema é extremamente complicado, vários autores já tentaram encontrar soluções por métodos exatos, de maneira a alcançarem soluções ótimas, no entanto apenas provaram terem sucesso em aeroportos de menor dimensão. Face a este problema, a solução definida para esta tese foi a de implementação de um sistema de apoio à decisão, devido ao facto de que o processo de alocação de slots necessitar de tomadas de decisão importantes para garantir satisfação dos pedidos de voos. Essa solução consiste num Sistema de Apoio à Decisão que permite avaliar o cumpri- mento das restrições à medida que uma solução é construída. O processo the implementação necessitou de uma análise da informação fornecida a coordenadores de slot, de maneira a perceber quais seriam os inputs que o sistema teria de usar no seu método. De seguida foi necessário de- cidir uma plataforma de implementação que garantisse que toda a informação estivesse guardade a apresentada ao utilizador numa interface intuitiva e de fácil compreensão. i ii Abstract This thesis consists in finding an optimal way to solve slot allocation problems in airports. The main challenge to this problem is to find a method that is capable of finding an optimal or close-to optimal solution that follows most of the International Air Transport Association (IATA) guide- lines. Nowadays airports face immense cases of congestion resulting in flight delays which lead to finding solution to mitigate this issue. The developed project starts with a literature review in order to acquire the information needed to understand how the slot allocation process is made in accordance to the IATA rules. A thorough analysis is made in order to understand what are the key priority rules established and how the influence the slot allocation process. An analysis of the airports congestion is also made to understand how delays appear and how can different approaches can be taken into account in order to mitigate them. Careful analysis must be made since the thesis focus in one approach in particular and so a good understanding of all the processes involved in the selected approach has to be ensured to have success in the solution presented. The defined solution for the thesis was that of a decision support system implementation, due to the slot allocation process being one that requires important decision making to satisfy as op- timally as possible flight requests. The process of implementation first required an analysis of the information provided to slot coordinators to understand what were the inputs that the decision support system would have to use in the method. Secondly, it was needed to decide an imple- mentation platform for the decision support system in order to have all the information stored and presented in a user interface intuitive for the user. iii iv Acknowledgements First and foremost i would like to thank my parents for all the support and love they have given me throughout the years, for investing in me and my education to ensure a solid basis for my future. I also thank my sister, she has been accompanying me ever since she was born and supporting me through the good and bad times. I would also like to thank my supervisor Maria Antónia Carravilla for always giving me sup- port in our meetings, approving or disapproving of my ideas, and always maintaining a friendly ambience in order to ensure my calmness through stressful times. A really big thanks for all the help. Finally, to all my friends that supported me throughout my time in college, the ones that were close to me already from before and the ones close to me now, a really big thank you to all, you always supported me and incentivized me to keep working and finish this work. I hope i also did a good job in helping you in the same situations you helped me. Rafael Santos v vi “You build on failure. Use it as a stepping stone and close the door on the past. Don’t try to forget the mistakes, but don’t dwell on it.” Johnny Cash vii viii Contents 1 Introduction1 1.1 Motivation . .2 1.2 Research Problem . .2 1.3 Project Goals . .3 1.4 Methodology . .3 1.5 Document Structure . .3 2 Literature Review5 2.1 IATA Worldwide Slot Guidelines . .5 2.2 Slots and the IATA Slot Allocation Process . .6 2.2.1 Slot Definition . .6 2.2.2 IATA Slot Allocation Process . .7 2.2.3 Airport Level Classification . .7 2.2.4 Initial Slot Allocation . .9 2.2.5 IATA Slot Conference . 10 2.2.6 Slot Returns and Adjustments . 11 2.2.7 Slot Allocation Software . 11 2.2.8 Slot Allocation Worldwide . 12 3 Capacities and Existing Optimization Models 15 3.1 Airport Capacities . 15 3.1.1 Landside Capacities . 17 3.1.2 Airside Capacities . 18 3.2 Airport Congestion . 20 3.2.1 Congestion Mitigation . 20 3.3 Existing Optimization Models . 22 3.3.1 The Zografos Model . 22 3.3.2 The Pyrgiotis Model . 24 4 Solution Approach 29 4.1 Decision Support System . 29 4.2 Applied Method . 30 4.2.1 Excel Approach . 36 5 Final Thoughts and Future Work 43 5.1 Pros and Cons of the DSS . 43 5.1.1 Alternative Ideas Suggested for Constraints . 43 5.2 Future Work . 44 ix x CONTENTS References 45 List of Figures 2.1 Slot Allocation Process workflow by WSG IATA . .7 2.2 Airport Level classification by WSG IATA . .8 2.3 Slot Allocation Process (extracted from Ranieri and Alsina(2014)) . 10 2.4 PDC SCORE Software (extracted from (PDC Aviation, 2018)) . 12 2.5 Geographical distribution of the EUACA members (extracted from (European Air- port Coordinators Association, 2018)) ....................... 13 2.6 Level 2 and 3 Airports Worldwide (extracted from (International Air Transport Association, 2017))................................. 14 3.1 Declared Capacities of the Porto Airport (extracted from (International Air Trans- port Association, 2017)) .............................. 16 3.2 LOS Guidelines (extracted from (IATA Level of Service, 2017)) . 18 3.3 Zografos model (extracted from (Nuno Antunes Ribeiro, 2016)) . 23 3.4 Zografos model Sets and Parameters (extracted from (Nuno Antunes Ribeiro, 2016)) 24 3.5 Pyrgiotis model (extracted from (Nuno Antunes Ribeiro, 2016)) . 25 3.6 Pyrgiotis model Sets and Parameters (extracted from (Nuno Antunes Ribeiro, 2016)) 26 4.1 Madeira airport declared capacities (extracted from (ANA Coordenação de Slots, 2018))........................................ 33 4.2 Lisboa airport declared capacities (extracted from (ANA Coordenação de Slots, 2018))........................................ 33 4.3 Operational Time (calculated in days) . 37 4.4 Frequency of Operation . 37 4.5 Excel Sorting Window . 38 4.6 Excel Sorting Result . 38 4.7 Initial Schedule Allocation Result . 39 4.8 Surpassed Capacities . 39 4.9 Surpassed Capacities . 40 4.10 Total Schedule Shifts . 40 4.11 Maximum Index Calculated in Initial Allocation Table . 41 4.12 Maximum Index Calculated in Re-Schedule Allocation Table . 41 xi xii LIST OF FIGURES List of Tables 2.1 Heathrow slot valuations from reported trades 1998 to 2013 (Heathrow, 2013)..6 4.1 Fictional Airport Declared Capacities . 34 xiii xiv LIST OF TABLES Abreviaturas e Símbolos IATA International Air Transport Association WSG Worldwide Slot Guidelines EUACA European Airport Coordinators Association LOS Level of Service DSS Decision Support System WWW World Wide Web xv Chapter 1 Introduction Airlines are one of the most used methods of transportation nowadays. Since its growing industry, the need for air transportation has had a significant augmentation therefore it gets extremely diffi- cult for the airports to increase their capacity leading to immense cases of congestion and delays causing high costs for airports, airlines and passengers alike. Knowing this, airports need to have a solution to help them mitigate some of these issues.
Load more

Recommended publications
  • Capacity Analysis of Schiphol Airport in 2015
    polak Airport Modelling: Capacity Analysis of Schiphol Airport in 2015 by ir. F.R. Polak National Aerospace Laboratory NLR Amsterdam, The Netherlands Abstract The NLR has recently conducted a study into the expected airport capacity of Amsterdam Airport Schiphol in 2015 in The Netherlands. The primary objective of the study was to investigate whether the capacity of the airport and the expected demand would balance in the year 2015 and if not, which measures should be necessarily taken to accomplish this. The study has been performed using the fast time simulation model TAAM (Total Airspace and Airport Modeller). TAAM is a very easy to operate model, so the study was completed in a relative short time. First results of the study showed excessive delays (on average more than one hour), resulting from a complete mismatch of capacity and demand. Then 5 different measures to reduce the observed delays were investigated. One of them was to use more runways at the same time. It is evident that this leads to a significant reduction of delays. Other less trivial measures proved also to be able to produce significant reductions of delays. Amongst them were intersection take−off’s and segmentation of arrivals based on wake turbulence category. During the seminar more details of the study and a detailed specification of the simulated capacity enhancing measures will be presented (see the accompanying viewgraphs). Also some preliminary results of a follow−up study will be indicated. This follow−up study comprised the comparison of four different possible extensions of the layout of Schiphol Airport in relation to two different developments of the airline schedules (traffic distribution).
    [Show full text]
  • Implemented by Greece for Air Carriers in Respect of Lo
    11.12.2010 EN Official Journal of the European Union L 327/71 IV (Acts adopted before 1 December 2009 under the EC Treaty, the EU Treaty and the Euratom Treaty) COMMISSION DECISION of 26 April 2006 on state aid C 39/03 (ex NN 119/02) implemented by Greece for air carriers in respect of losses sustained from 11 to 14 September 2001 (notified under document C(2006) 1580) (Only the Greek text is authentic) (Text with EEA relevance) (2010/768/EC) THE COMMISSION OF THE EUROPEAN COMMUNITIES, (4) The Commission’s decision to initiate the procedure was published in the Official Journal of the European Union ( 2 ). The Commission called on interested parties to submit their comments concerning the aid in question. Having regard to the Treaty establishing the European Community, and in particular the first subparagraph of Article 88(2) thereof, (5) The Commission received no comments from interested parties. Having regard to the Agreement on the European Economic (6) The Commission received the initial comments from Area, and in particular Article 62(1)(a) thereof, Greece regarding the initiation of the procedure by letter of 3 December 2003, registered as received on 10 December 2003 under No SG(2003) A/12211. Having called on interested parties to submit their comments pursuant to the provisions cited above ( 1), (7) Greece stated that it would be sending further information. As this failed to materialise, by letter TREN(2004) D/4128 of 15 March 2004 the Commission Whereas: offered the Greek authorities one last opportunity to provide the additional information within 15 days and notified them that, if they failed to so, the Commission 1.
    [Show full text]
  • A New Airport for London
    November 2011 A new airport for London Part 2 – The economic benefits of a new hub airport Greater London Authority November 2011 Published by Greater London Authority City Hall The Queen’s Walk More London London SE1 2AA www.london.gov.uk enquiries 020 7983 4100 minicom 020 7983 4458 Cover photograph © BAA Limited Contents 3 Mayor’s foreword 4 Executive summary 6 Introduction 20 1: The London economy 22 2: The benefits of aviation 26 3: The implications for airport capacity requirements 48 4: Requirements of an efficient national hub airport 64 5: The limitations of Heathrow 68 6: Future hub airport demand 78 7: Hub airport benefits 92 8: Meeting the Government’s growth agenda 98 9: Key findings 101 Appendices A: ‘Hubbing’ at Heathrow 105 B: Forecasting methodology 113 C: Other cities’ strategies 115 Footnotes and references 125 4 Mayor’s foreword Next summer, the eyes of the world will be on London as the setting for a contest on an epic scale. In many ways, London is involved in a less well known but nonetheless epic contest of its own – one for connectivity with the rest of the world. We cannot afford to lose. A host of up-and-coming competitors want to beat London at the things we have until now done best. By emulating and then leap-frogging London in terms of its aviation links, they hope to usurp us in terms of all the things aviation has enabled: a dynamic economy, a vibrant, international population and the cornucopia of cultural riches this brings with it, and much more besides.
    [Show full text]
  • RSCAS 2018/44 Can Regulation Improve Service Quality? Evidence from European Air Passenger Rights
    RSCAS 2018/44 Robert Schuman Centre for Advanced Studies Florence School of Regulation Can Regulation Improve Service Quality? Evidence from European Air Passenger Rights Hinnerk Gnutzmann and Piotr Śpiewanowski European University Institute Robert Schuman Centre for Advanced Studies Florence School of Regulation Can Regulation Improve Service Quality? Evidence from European Air Passenger Rights Hinnerk Gnutzmann and Piotr Śpiewanowski EUI Working Paper RSCAS 2018/44 This text may be downloaded only for personal research purposes. Additional reproduction for other purposes, whether in hard copies or electronically, requires the consent of the author(s), editor(s). If cited or quoted, reference should be made to the full name of the author(s), editor(s), the title, the working paper, or other series, the year and the publisher. ISSN 1028-3625 © Hinnerk Gnutzmann and Piotr Śpiewanowski, 2018 Printed in Italy, September 2018 European University Institute Badia Fiesolana I – 50014 San Domenico di Fiesole (FI) Italy www.eui.eu/RSCAS/Publications/ www.eui.eu cadmus.eui.eu Robert Schuman Centre for Advanced Studies The Robert Schuman Centre for Advanced Studies, created in 1992 and currently directed by Professor Brigid Laffan, aims to develop inter-disciplinary and comparative research on the major issues facing the process of European integration, European societies and Europe’s place in 21st century global politics. The Centre is home to a large post-doctoral programme and hosts major research programmes, projects and data sets, in addition to a range of working groups and ad hoc initiatives. The research agenda is organised around a set of core themes and is continuously evolving, reflecting the changing agenda of European integration, the expanding membership of the European Union, developments in Europe’s neighbourhood and the wider world.
    [Show full text]
  • Microwave Landing System MLS Area Navigation
    NORTH ATLANTIC TREATY ORGANIZATION ADVISORY GROUP FOR AEROSPACE RESEARCH AND DEVELOPMENT (ORGANISATION DU TRAlTE DE L'ATLANTIQUE NORD) AGARD Conference Proceedings No.410 EFFICIENT CONDUCT OF INDMDUAL FLIGHTS AND AIR TRAFFIC OPTIMUM UTILIZATION OF MODERN TECHNOLOGY (guidance, control, navigation, communication, surveillance and pkcessing facilities) FOR THE OVERALL BENEFIT OF CIVIL AND MILITARY AIRSPACE USERS And16 Benoit Symposium Chairman and Editor Papers presented at the 42nd Symposium of the Guidance and Control Panel, held in Brussels, Belgium, 10-13 June 1986. THE MISSION OF AGARD The mission of AGARD is to bring together the leading personalities of the NATO nations in the fields of science and technology relating to aerospace for the following purposes: -Exchanging of scientific and technical information; - Continuously stimulating advances in the aerospace sciences relevant to strengtheningthe common defence posture; - Improving the co-operation among member nations in aerospace research and development; - Providing scientific and technical advice and assistance to the Military Committee in the field of aerospace research and development (with particular regard to its military application); - Rendering scientific and technical assistance, as requested, to other NATO bodies and to member nations in connection with research and development problems in the aerospace field; - Providing assistance to member nations for the purpose of increasing their scientific and technical potential; - Recommending effective ways for the member nations to use their research and development capabilities for the common benefit of the NATO community. The highest authority within AGARD is the National Delegates Board consisting of officially appointed senior representatives from each member nation. The mission of AG- is camed out through the panels which are composed of exDerts aooointed bv the National Delecates.
    [Show full text]
  • Study Airfreight Kenya
    Study Airfreight Kenya A study into the airfreight situation from Kenya to the Netherlands with respect to Kenyan floriculture products August 2018 For Netherlands Enterprise Agency | RVO.nl Authorised by: Netherlands Enterprise Agency | RVO.nl www.rvo.nl Published by: Hortiwise P.O. Box 75, 2370 AB Roelofarendsveen, The Netherlands Phone +31 (0)71 3319058 www.hortiwise.com In cooperation with: FlowerWatch Consulting BV – www.flowerwatch.com Karavan Management Consulting – www.karavanconsulting.com ProVerde BV – www.proverde.nl DISCLAIMER No part of this document may be reproduced and/or published by means of printing, photocopying, microfilm or in any way whatsoever without the prior written consent of Hortiwise. Although the utmost care has been taken with this publication, errors and omissions cannot be entirely excluded. Hortiwise and/or its subsidiaries accept no liability not even for direct or indirect damage, occurring due to or in relation with the application of publications issued by Hortiwise. Study Airfreight Kenya 2 August 2018 CONTENTS Contents .................................................................................................................................................... 3 Foreword ................................................................................................................................................... 4 1 Introduction ........................................................................................................................................ 5 1.1 Background ...................................................................................................................................................................
    [Show full text]
  • 2 Development of Regional Airports in EU
    2 Development of regional airports in EU M. Nadia Postorino University ‘Mediterranea’ of Reggio Calabria, Italy Abstract A suitable development of regional airports in large areas, such as continental areas, can be obtained if there exist appropriate policies addressed to achieve this goal. In the specific case of the European Union, some specific programmes at European level, such as the Single European Sky and the Trans-European Network programmes, will have many implications for the development of regional airports as well as the relationships between regional airports and low- cost air carriers. Regional airports can play an important role to reduce the congestion peaks at main airports, particularly in the light of an integrated transport network where many modes coexist and can integrate or substitute each other. Particularly, high-speed rail can improve the airport accessibility by increasing its catchment area or represent an alternative to the air mode. Keywords: airport capacity; high-speed rail; low-cost air carriers; regional airports; SESAR; TEN-T. 1 Introduction In the last years, the air transport system has grown quickly and the planning policies had to be adjusted to guarantee a suitable development of both air services (as courses, frequencies, fares and airport services) and infrastructures (as airports and land transport access facilities). The deregulation process, started in 1978 in the USA with the Deregulation Act, and then in Europe with the ‘Packet for aviation liberalization’, has led to a further reorganization
    [Show full text]
  • BRU Chapter Two Report (PUBLIC)
    ENVISA AVIATION & ENVIRONMENTAL SOLUTIONS Brussels National Airport Study of the impacts on the environment with regard to noise pollution – Chapter Two Report Study of the impacts on the environment with regard to noise pollution (BRU) Prepared for: Final Version (Public) Federal Public Service 31 May 2019 Mobility and Transport Ted Elliff – Coordinator Tel: +33 1 71 19 45 84 By ENVISA (Paris) Email: [email protected] www.env-isa.com 310519 Chapter 2 2/242 Study of the impacts on the environment with regard to noise pollution (BRU) Table of Contents Executive Summary ................................................................................................................................................ 12 1 Introduction & Context .................................................................................................................................. 17 The Belgian Paradox .............................................................................................................................. 17 The Belgian Judicial System ................................................................................................................... 19 Local Context........................................................................................................................................... 19 Addressing Noise within the Airport Business ................................................................................... 21 2 Judicial Timeline (Revised) ............................................................................................................................
    [Show full text]
  • Air Traffic Management Abbreviation Compendium
    Air Traffic Management Abbreviation Compendium List of Aviation, Aerospace and Aeronautical Acronyms DLR-IB-FL-BS-2021-1 Institute of Air Traffic Management Abbreviation Compendium Flight Guidance Document properties Title Air Traffic Management Abbreviation Compendium Subject List of Aviation, Aerospace and Aeronautical Acronyms Institute Institute of Flight Guidance, Braunschweig, German Aerospace Center, Germany Authors Nikolai Rieck, Marco-Michael Temme IB-Number DLR-IB-FL-BS-2021-1 Date 2021-01-28 Version 1.0 Title: Air Traffic Management Abbreviation Compendium Date: 2021-01-28 Page: 2 Version: 1.0 Authors: N. Rieck & M.-M. Temme Institute of Air Traffic Management Abbreviation Compendium Flight Guidance Index of contents 2.1. Numbers and Punctuation Marks _______________________________________________________ 6 2.2. Letter - A ___________________________________________________________________________ 7 2.3. Letter - B ___________________________________________________________________________ 55 2.4. Letter - C __________________________________________________________________________ 64 2.5. Letter - D _________________________________________________________________________ 102 2.6. Letter - E __________________________________________________________________________ 128 2.7. Letter - F __________________________________________________________________________ 152 2.8. Letter - G _________________________________________________________________________ 170 2.9. Letter - H _________________________________________________________________________
    [Show full text]
  • The Markets We Operate in Our Business
    British Airways 2009/10 Annual Report and Accounts 21 The markets we operate in our business MATCHING CAPACITY TO DEMAND The longest and deepest recession in living memory has meant we have had to move quickly to match our capacity to a rapid decline in demand. In February 2010 we saw the first upturn in demand for premium travel in 18 months. With recovery likely to be slow, we will continue to match our flying schedule to demand and to general economic activity as it picks up. 22 British Airways 2009/10 Annual Report and Accounts MARKET The markets we operate in OVERVIEW Whilst a number of major developed The global economic and economies started to emerge from financial crisis“ coupled with recession during the first half of our continued high fuel prices financial year, the UK lagged behind. has accelerated consolidation in the airline industry. Many It eventually endured six consecutive passenger and cargo carriers quarters of negative growth, amounting have either gone bust or have been absorbed into other to the longest and deepest recession in airlines and, overall, the global living memory, before finally emerging aviation market remains weak. from recession in the final three 2009 saw the collapse of months of 2009. Momentum appears SkyEurope, Flyglobespan and the merger of Alitalia with Air to have been maintained in early 2010, One, for example. In Asia, JAL discounting the impact of the severe filed for bankruptcy protection. winter weather we suffered in January. In Europe, we have announced plans to merge with Iberia. Austrian Airlines, Brussels Airlines and bmi have all been taken over by Lufthansa.
    [Show full text]
  • Competition Policy and International Airport Services, 1997
    Competition Policy and International Airport Services 1997 The OECD Competition Committee debated competition policy and international airport services in June 1997. This document includes an executive summary, an analytical note by the OECD staff and written submissions from Australia, Austria, Canada, the European Commission, Germany, Hungary, Italy, Japan, Korea, Norway, Poland, Sweden, Switzerland, the United Kingdom, the United States and BIAC, as well as an aide-memoire of the discussion. Although airlines have long sought to enter alliances, an important new development in the last decade has been the crystallization of international airline alliances around major airline groupings. The scope and nature of these alliances differ, but there is a tendency towards deeper alliances involving co-operation on all aspects of the airline business. These super-alliances are coming as close to actual mergers as aviation’s Byzantine regulations allow, raising fundamental questions for competition policy-makers and enforcers. Alliances have the potential both to enhance the level and quality of services offered to consumers and to significantly restrict competition. Why do airlines seek to enter such alliances? What are the benefits to the airlines or consumers? How do alliances restrict competition? What is the role played by frequent-flyer programmes and other loyalty schemes? What remedies should competition authorities consider to alleviate the harmful effects of alliances? What is the appropriate role for international co-operation between authorities? Structural Reform in the Rail Industry (2005) Competition Issues in Road Transport (2000) Competition in Local Services (2000) Airlines Mergers and Alliances (1999) Promoting Competition in Postal Services (1999) Unclassified DAFFE/CLP(98)3 Organisation de Coopération et de Développement Economiques OLIS : 07-May-1998 Organisation for Economic Co-operation and Development Dist.
    [Show full text]
  • Airline Mergers and Alliances 1999
    Airline Mergers and Alliances 1999 The OECD Competition Committee debated airline mergers and alliances in October 1999. This document includes an executive summary and the documents from the meeting: an analytical note by Mr. Darryl Biggar for the OECD, written submissions from Australia, the Czech Republic, Denmark, Italy, Japan, Mexico, Norway, Poland, the United Kingdom, the United States, the European Commission, BIAC, ICC, as well as an aide-memoire of the discussion. Although airlines have long sought to enter alliances with one another, the last decade has seen an important new development - the crystallisation of international airline alliances around a small number of major airline groupings. The scope and nature of these alliances differ, but there is a tendency towards deeper alliances involving co-operation on all aspects of the airline business. These super-alliances are coming as close to actual mergers as aviation’s Byzantine regulations allow, raising fundamental questions for competition policy-makers and enforcers. Alliances have the potential both to enhance the level and quality of services offered to consumers and, at the same time to significantly restrict competition. Why do airlines seek to enter such alliances? What are the benefits to the airlines or consumers? How do alliances restrict competition? What is the role played by frequent-flyer programmes and other loyalty schemes? What remedies should competition authorities consider to alleviate the harmful effects of alliances? What is the appropriate role for international co-operation between authorities? Competition Issues in Joint Ventures (2000) Competition Policy and International Airport Services (1997) Unclassified DAFFE/CLP(2000)1 Organisation de Coopération et de Développement Economiques OLIS : 26-Jan-2000 Organisation for Economic Co-operation and Development Dist.
    [Show full text]