DOCSLIB.ORG

Reply from NOR to Request for Further

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Reply from NOR to Request for Further ROYAL NORWEGIAN MINISTRY OF GOVERNMENT ADMINISTRATION, REFORM AND CHURCH AFFAIRS EFTA Surveillance Authority Internal Market Affairs Directorate RueBelliard35 B-1040 Brussels Your reference Our reference Date 09/510- $c. 12.^0(0 Case No. 63645 - Reply to request for further information on Frequent Flyer Programmes (FFPs) Reference is made to the EFTA Surveillance Authority's e-mail of 7 July 2010 and to the subsequent discussions with the Surveillance Authority at the Package Meeting on 11 November 2010. The Norwegian competition authorities' strong concern with Frequent Flyer Programmes (FFP) on Norwegian domestic routes is based on our experience with the SAS and Braathens SAFE (Braathens) duopoly and the subsequent SAS/Braathens near monopoly following the merger in December 2001. Due to the specificities of the Norwegian domestic market, entry barriers are high. One such barrier to entry is SAS' competitive response to previous attempts on entry. By prohibiting FFPs on domestic routes, the barriers to entry were substantially reduced. The prohibition furthermore promotes competition between the existing carriers. With regard to the effects of FFPs on the Norwegian domestic market, reference is made to the Ministry's letter of 12 March 2009. Before adopting Regulation No 684 of 20 June 2007, the Norwegian competition authorities carefully assessed the need for and use of the Regulation as a means of facilitating competition. A general prohibition on FFPs applicable to all carriers is considered the most targeted and efficient measure available to the Norwegian competition authorities. It is recalled that Regulation No 684 of 20 June 2007 prohibits the accumulation of bonus points on Norwegian domestic flights only. It does not prohibit the use of accumulated bonus points in Norway or in any other way impose restrictions on the services offered by the carriers. Thus, all carriers may fully apply their FFP strategies by offering additional or better services also to travellers on domestic flights. The only restriction imposed by the Regulation is that domestic flights do not qualify for additional bonus points: http://www.lovdata.no/for/sf/fa/fa-20070620-0684.html Postal address Office address Telephone Department of Competition Our officer PO Box 8004 Dep Akersgt. 59 +47 22 24 90 90 Policy Nina Gorrissen N-0030OSLO Vat no. Telefax +47 22 24 4606 [email protected] 972 417 785 +47 22 24 27 23 [email protected] The Regulation removes an important barrier to competition on price, in that it allows all carriers to compete on price on equal terms with the incumbent carrier(s). The Regulation does not preclude competition on other parameters, for instance on volume or the quality of services. Nor do the Norwegian competition authorities prefer competition on price to competition on other parameters. In our experience, however, the ability to compete on price is a prerequisite for entry on Norwegian domestic routes. During the SAS/Braathens SAFE duopoly and subsequent SAS near monopoly, the incumbent carrier SAS responded to new entry by fierce competition on volume, while enjoying a substantial competitive advantage on price through its FFP. Prior to the prohibition on FFPs in 2002, attempts on entry have failed. The Regulation has thus played an important role in enabling new carriers to compete with SAS on price and thereby successfully enter the market. The Norwegian competition authorities believe this still to be the case. However, when adopting general measures imposing obligations on undertakings, the effect of and the continued need for such measures on the market should be regularly assessed. Since the entry into force of the Regulation, NAS has further gained considerable market shares and now holds almost equal positions with SAS on many routes. Furthermore, SAS and NAS have both introduced reward programmes which are considered not covered by the prohibition Regulation.1 The Norwegian Competition Authority (NCA) has therefore recently initiated an evaluation of the domestic market. The NCA will examine into whether a continued prohibition will still contribute to increased competition and thereby lead to better services for travellers in Norway, as well as whether the prohibition should be extended to cover also the new reward programmes. Based on the recommendation from the NCA, the Ministry of Government Administration, Reform and Church Affairs will decide whether to continue the prohibition, to extend it or to repeal it. Entry on domestic routes 2003 - 2010 As requested by ESA, please find enclosed an overview of traffic development and new entry on Norwegian domestic non-Public Service Obligation routes (PSO) between 2003 and 2009. The overview is compiled by the Institute of Transport Economics (T0I) and based on data from Avinor. Avinor does not have relevant data prior to 2003. "Route" in this context is defined as (i) city pairs where direct flights have not previously been established or (ii) new entry on existing routes. Furthermore, only routes of at least 10 000 passengers per year are included. Applying the above definition, 23 domestic non-PSO routes have been established since 2003. The by far most important entry is Norwegian Air Shuttle (NAS), which during the relevant period has entered 15 routes previously served by SAS only. SAS and NAS now compete on all larger routes out of Oslo, with the exception of Oslo-Kristiansand. NAS now holds an overall market share on the "established" routes of between 40 and 50%. Of the remaining new routes, SAS opened one route, and Widerae, which is fully owned by SAS, entered two routes. One route each was opened by Coast Air, Sun Air, Danish Air Transport and City Star Alliance respectively. During that period, 14 routes were terminated. Of these, 7 were Coast Air routes. Coast Air exited the market in 2008. 1 SAS Credits and Norwegian Reward. Page 2 The Norwegian domestic market The Norwegian domestic market is characterized by low population density and scattered population distribution. It covers a large and extended territory, and the Norwegian topography makes land transport in and between large parts of the country relatively slow and difficult. Air transport is therefore the most important means of passenger transport for longer travels. According to the T0I travel survey for 2009 , air transport has a market share of approximately 28% for travels of between 300 and 500 kilometres. For travels of more than 500 kilometres, air transport is by far the dominant means of transport (63%). There are few other European countries in which air transport holds an equally strong share of passenger transport. The car is the main alternative to air transport for all travel distances. Railway transport holds a market share of 10% for travels of between 300 and 500 kilometres, and 7% only for travels of more than 500 kilometres. As a result of the above, the number of air travels per capita is higher in Norway than in most other countries. This is particularly the case in the business segment. FFPs are therefore relatively more attractive and their lock-in effect stronger in the Norwegian market. Although several of the larger routes hold important commercial value, a large share of the routes, and in particular the regional routes, are very small and of low commercial value. Many regional routes are furthermore Public Service Obligation routes (PSO).3 For further information on which routes are PSO, please see the enclosed map. Due to network effects, entry on one domestic route only may not be commercially attractive. For new carriers to enter, entry on more domestic routes may therefore be required. Furthermore, the Norwegian domestic routes must connect efficiently to the carrier's hub. Hub and spoke logistics is probably an important barrier to entry for foreign carriers. As further explained below, the incumbent carrier SAS in previous attempts on entry has clearly demonstrated its will and ability to meet new entry with aggressive competition. As potential entrants must expect SAS to react in a similar manner to future entry, the costs of entry will be increased. SAS' competitive conduct is therefore a further barrier to entry. Development of the Norwegian domestic market since the 1994 liberalisation of the air transport sector From 1994 until their merger in December 2001, SAS and Braathens held a duopoly on the Norwegian market, with a market share of approximately 50% each. However, SAS and Braathens did not compete hard on price in the business segment. The price level in the Norwegian domestic market remained in general very high compared to international flights. In 1998, the newly established Norwegian carrier Color Air attempted to enter the market. Color Air entered several larger routes. SAS and Braathens responded with fierce competition on volume. From what could be observed, the incumbent carriers followed a strategy of flying * http://www.avinor.no/avinor/trafikk/20 Reisevaner. The travel surveys are carried out bi-annually on behalf of Avinor and Oslo Airport. The surveys are based on replies to questionnaires by travelers at Norwegian airports and do not cover routes between regional airports. As such the surveys do not present accurate figures or information. 3There are 21 PSO route areas. Page 3 "wing to wing" with all Color Air flights. Color Air went bankrupt and exited the market in 1999. In December 2001, S AS and Braathens merged. Following the merger, prices increased substantially on domestic flights. In a situation of one, incumbent airline dominating the market, and given the importance of air transport in Norway, it became paramount to the Norwegian competition authorities to remove to the extent possible barriers to entry and growth and re-establish competition. The SAS FFP constituted a major barrier to entry. In March 2002, the Norwegian Competition Authority adopted a decision prohibiting SAS from offering bonus points on Norwegian domestic flights.
Load more

Recommended publications
  • Report on the Aircraft Accident at Bodø Airport on 4 December 2003 Involving Dornier Do 228-202 Ln-Hta, Operated by Kato Airline As
    SL Report 2007/23 REPORT ON THE AIRCRAFT ACCIDENT AT BODØ AIRPORT ON 4 DECEMBER 2003 INVOLVING DORNIER DO 228-202 LN-HTA, OPERATED BY KATO AIRLINE AS This report has been translated into English and published by the AIBN to facilitate access by international readers. As accurate as the translation might be, the original Norwegian text takes precedence as the report of reference. June 2007 Accident Investigation Board Norway P.O. Box 213 N-2001 Lillestrøm Norway Phone:+ 47 63 89 63 00 Fax:+ 47 63 89 63 01 http://www.aibn.no E-mail: [email protected] The Accident Investigation Board has compiled this report for the sole purpose of improving flight safety. The object of any investigation is to identify faults or discrepancies which may endanger flight safety, whether or not these are causal factors in the accident, and to make safety recommendations. It is not the Board’s task to apportion blame or liability. Use of this report for any other purpose than for flight safety should be avoided. Accident Investigation Board Norway Page 2 INDEX NOTIFICATION .................................................................................................................................3 SUMMARY.........................................................................................................................................3 1. FACTUAL INFORMATION..............................................................................................4 1.1 History of the flight..............................................................................................................4
    [Show full text]
  • Contents [Edit] Africa
    Low cost carriers The following is a list of low cost carriers organized by home country. A low-cost carrier or low-cost airline (also known as a no-frills, discount or budget carrier or airline) is an airline that offers generally low fares in exchange for eliminating many traditional passenger services. See the low cost carrier article for more information. Regional airlines, which may compete with low-cost airlines on some routes are listed at the article 'List of regional airlines.' Contents [hide] y 1 Africa y 2 Americas y 3 Asia y 4 Europe y 5 Middle East y 6 Oceania y 7 Defunct low-cost carriers y 8 See also y 9 References [edit] Africa Egypt South Africa y Air Arabia Egypt y Kulula.com y 1Time Kenya y Mango y Velvet Sky y Fly540 Tunisia Nigeria y Karthago Airlines y Aero Contractors Morocco y Jet4you y Air Arabia Maroc [edit] Americas Mexico y Aviacsa y Interjet y VivaAerobus y Volaris Barbados Peru y REDjet (planned) y Peruvian Airlines Brazil United States y Azul Brazilian Airlines y AirTran Airways Domestic y Gol Airlines Routes, Caribbean Routes and y WebJet Linhas Aéreas Mexico Routes (in process of being acquired by Southwest) Canada y Allegiant Air Domestic Routes and International Charter y CanJet (chartered flights y Frontier Airlines Domestic, only) Mexico, and Central America y WestJet Domestic, United Routes [1] States and Caribbean y JetBlue Airways Domestic, Routes Caribbean, and South America Routes Colombia y Southwest Airlines Domestic Routes y Aires y Spirit Airlines Domestic, y EasyFly Caribbean, Central and
    [Show full text]
  • Norges Høyesterett
    NORGES HØYESTERETT Den 5. mai 2011 avsa Høyesterett dom i HR-2011-00910-A, (sak nr. 2010/1676), sivil sak, anke over dom, Sven Vidar Bottolvs Tore Inge Erlandsen Harald Glebo Jon Hovring Einar Åsmund Nordhagen Viggo Sivertsen Per Harald Hanssen Glenn Olaf Lyche (advokat Alex Borch – til prøve) Per Steinar Horne Hans Oddvar Tofterå (advokat Jon Gisle – til prøve) mot SAS Scandinavian Airlines Norge AS Næringslivets Hovedorganisasjon (partshjelper) (advokat Tron Dalheim – til prøve) STEMMEGIVNING: (1) Dommer Normann: Saken gjelder gyldigheten av oppsigelsene av ti flygere i SAS Norge AS (SAS Norge). Hovedspørsmålet er om det skjedde ulovlig aldersdiskriminering ved utvelgelsen av dem som ble oppsagt. 2 (2) Morselskapet i SAS-konsernet, SAS AB, eier datterselskapene SAS Danmark A/S, SAS Norge AS og SAS Sverige AB. Flyvirksomheten ble opprinnelig drevet gjennom et konsortium eid av datterselskapene kalt Scandinavian Airlines System Denmark Norway Sweden (SAS-konsortiet). I 1989 ble SAS Commuter etablert som et søsterkonsortium til SAS-konsortiet. I 2001 overtok SAS AB aksjene i Braathens ASA. I 2002 ble Widerøe en del av SAS-konsernet, og i 2004 ble SAS Commuter innlemmet i SAS-konsortiet. (3) Med virkning fra 1. januar 2005 ble den norske virksomheten i SAS-konsortiet skilt ut og slått sammen med Braathens ASA til SAS Braathens AS. Selskapet endret senere navn til SAS Scandinavian Airlines Norge AS, og var de ankende parters arbeidsgiver på oppsigelsestidspunktet. (4) I forbindelse med implementeringen av de felles europeiske flysertifikatbestemmelsene ble den øvre grensen for ervervsmessig flysertifikat hevet fra 60 til 65 år, jf. forskrift 20. desember 2000 som trådte i kraft 1.
    [Show full text]
  • Peculiarities of Development of the Low-Cost Airlines in Russian and Norwegian Context
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Brage Nord Open Research Archive Logistics and transport BE303E 003 Peculiarities of development of the low-cost airlines in Russian and Norwegian context by Elena Toramanyan Spring, 2007 Abstract E. Toramanyan, Master thesis ABSTRACT Low-cost flights per se become more and more popular in the world airline industry, while in Russia the first low-cost carrier has recently appeared. The purpose of this paper is to investigate the phenomenon of low-cost carriers, peculiarities of the development of the low-cost airlines in the context of Russian Federation and Norway. In order to cover the topic, deep literature review and qualitative research were carried out. In the paper, I attempted to follow history, analyze reasons for low-cost flights, advantages and disadvantages of low-cost carriers, scrutinize perspectives and peculiarities of the low-cost airline market in Russia and Norway, and analyze future opportunities. Under these circumstances, case study method and interviews as primary information sources and reports and articles written by airline experts as secondary sources were used. Two companies were under the research: Sky Express – a Russian low-cost airline company launched the market this year, and a Norwegian low-cost airline company, a member of European Low Fares Airline Association, Norwegian Air Shuttle. Deep literature review concerning low-cost airlines and empirical findings showed that the phenomenon of low fares has its peculiarities on a particular market. In order to understand the role of context regarding the research question, I tried to find similarities and to reveal differences in the activities of two companies with the help of PESTE analysis.
    [Show full text]
  • (EWG) Nr. 2407/92 Vorgesehene Beschränkung
    22 . 12 . 94 Amtsblatt der Europäischen Gemeinschaften Nr. C 366/9 Veröffentlichung der Entscheidungen der Mitgliedstaaten über die Erteilung oder den Widerruf von Betriebsgenehmigungen nach Artikel 13 Absatz 4 der Verordnung ( EWG) Nr. 2407/92 über die Erteilung von Betriebsgenehmigungen an Luftfahrtunternehmen (') (94/C 366/06) NORWEGEN Erteilte Betriebsgenehmigungen ( 2 ) Kategorie A : Betriebsgenehmigungen ohne die in Artikel 5 Absatz 7 Buchstabe a) der Verordnung (EWG) Nr. 2407/92 vorgesehene Beschränkung Name des Anschrift des Luftfahrtunternehmens Berechtigt zur Entscheidung Luftfahrtunternehmens Beförderung von rechtswirksam seit Air Express AS Postboks 5 , 1330 Oslo Lufthavn Fluggästen, Post, Fracht 9 . 11 . 1993 AS Lufttransport Postboks 2500, 9002 Tromsø Fluggästen, Post, Fracht 15 . 7 . 1994 AS Mørefly Aalesund Lufthavn, 6040 Vigra Fluggästen, Post, Fracht 6 . 12 . 1993 Braathens SAFE AS Postboks 55 , 1330 Oslo Lufthavn Fluggästen, Post, Fracht 10 . 12 . 1993 Coast Air K/ S Postboks 126 , 4262 Avaldsnes Fluggästen, Post, Fracht 20 . 12 . 1993 Det Norske 1330 Oslo Lufthavn Fluggästen, Post, Fracht 20 . 6 . 1994 Luftfartselskab AS (DNL) Fred . Olsens Flyselskap Postboks 10 , 1330 Oslo Lufthavn Fluggästen , Post, Fracht 6 . 12 . 1993 AS Helikopter Service AS Postboks 522 , 4055 Stavanger Lufthavn Fluggästen , Post, Fracht 10 . 12 . 1993 Helikopterteneste AS 5780 Kinsarvik Fluggästen, Post, Fracht 10 . 12 . 1993 Norwegian Air Shuttle AS Postboks 115 , 1331 Oslo Lufthavn Fluggästen, Post, Fracht 30 . 6 . 1994 Widerøe Norsk Air AS Sandefjord Lufthavn, Torp, 3200 Sandefjord Fluggästen, Post, Fracht 20 . 12 . 1993 Kategorie B : Betriebsgenehmigungen mit der in Artikel 5 Absatz 7 Buchstabe a) der Verordnung (EWG) Nr. 2407/92 vorgesehenen Beschränkung Name des Anschrift des Luftfahrtunternehmens Berechtigt zur Entscheidung Luftfahrtunternehmens Beförderung von rechtswirksam seit Air Stord AS Stord Lufthavn, 5410 Sagvåg Fluggästen, Post, Fracht 11 .
    [Show full text]
  • Travel Information Örnsköldsvik Airport
    w v TRAVEL INFORMATION TO AND FROM OER ÖRNSKÖLDSVIK AIRPORT // OVERVIEW Two airlines fly to Örnsköldsvik AirLeap fly from Stockholm Arlanda and BRA-Braathens fly from 1 Stockholm Bromma. 32 flights a week on average Many connections possible via 2 Stockholm’s airports. Örnsköldsvik is located 25 km from the airport, only 20 minutes 3 with Airport taxi or rental car. Book your travel via Air Leap (LPA) www.airleap.se BRA-Braathens Regional 4 Airlines (TF) www.flygbra.se CONNECTIONS WITH 2 AIRLINES GOOD CONNECTIONS good flight connections is essential for good business relationships and Örnsköldsvik Airport fulfills that requirement. As of 2 February, two airlines operate the airport, Air Leap and BRA – Braathens Regional Airlines. Air Leap (IATA code LPA) operates between Örnsköldsvik and Stockholm Arlanda Airport (ARN) and BRA (IATA code TF) between Örnsköldsvik och Stockholm Bromma Airport (BMA). Together the airlines offer on average 32 flights per week, in each direction. air leap operate Saab2000 with 50 Finnair is also a member of ”One minutes flight time to Örnsköldsvik. World Alliance” which gives bene- At Arlanda you find Air Leap at Termi- fits for its members and One World nal 3, with walking distance to Termi- members when travelling on flights nal 2 (SkyTeam, One World airlines) connected to the Finnair Network. and to Terminal 5 (Star Alliance air- Enclosed is a list of some of the lines). Tickets for connecting flights more common connections that are need to be purchased separately and currently possible with one ticket checked luggage brought through and checked in baggade to your customs at Arlanda and checked-in final destination.
    [Show full text]
  • Hva Er Rovatferd?
    Hovedoppgave for mastergradsstudiet i samfunnsøkonomi Hva er rovatferd? Eksempler fra norsk luftfart Harald Evensen Mai 2006 Økonomisk institutt Universitetet i Oslo i Forord Det er de store endringene i flymarkedet, og den spesielle konkurransesituasjonen, som gjorde at jeg ønsket å skrive om dette temaet. De fleste av oss har merket at det er billigere å fly til Bergen i dag, enn hva tilfellet var for kun noen få år siden. Jeg håper denne oppgaven kan være med på å belyse hva som har skjedd i det norske flymarkedet, og hvilke former konkurransen har tatt de siste åtte årene, etter åpningen av Oslo Lufthavn Gardermoen. Min veileder, Professor Tore Nilssen ved Økonomisk institutt ved Universitetet i Oslo, har vært til stor hjelp både når det gjelder å konsentrere oppgaven rundt ett tema – rovatferd – og å komme med konkrete tilbakemeldinger som har gjort innhold og språk bedre. Jeg vil også benytte anledningen til å takke min kjæreste, Kari, som har lest korrektur og passet på at jeg ikke har sittet og furtet for lenge de gangen det har gått trått med oppgaven. Oslo, 2. mai 2006 Harald Evensen ii Innhold Forord………………………………………………………………………………......... i 1. Innledning………………………………………………………………………... 1 2. Luftfartsmarkedet i Norge……………………………………………………… 3 2.1 Beskrivelse av markedet………………………………………………….. 3 2.2 Kampen mot Color Air…………………………………………………… 7 2.3 Braathens gir opp…………………………………………………………. 9 2.4 Bonusavtaler og storkundeavtaler………………………………………… 11 2.4.1 Bonusavtaler………………………………………………………. 11 2.4.2 Storkundeavtaler………………………………………………….. 12 2.5 Konkurranse på nytt………………………………………………………. 13 2.6 Rovatferd mot en liten konkurrent?............................................................. 15 2.7 Sunn konkurranse?....................................................................................... 17 3. Rovatferd………………………………………………………………………… 19 3.1 Hva er rovatferd? Definisjoner og utdypning………………………….....
    [Show full text]
  • G the Aircraft Accident Investigation Board I
    GTHE AIRCRAFT ACCIDENT INVESTIGATION BOARD I NORWAY HAV 02/93 REPORT ON THE CONVAIR 340/580 IN-PAA AIRCRAFT ACCIDENT NORTH OF HIRTSHALS, DENMARK, ON SEPTEMBER 8, 1989 SUBMITTED FEBRUARY 1993 THE AIRCRAFT ACCIDENT INVESTIGATION BOARD/ NORWAY HAV 02/93 REPORT ON THE CONVAIR 340/580 LN-PAA AIRCRAFT ACCIDENT NORTH OF HIRTSHALS, DENMARK, ON SEPTEMBER 8, 1989 Note: This is an extract in English of the official Norwegian report dated February 12, 1993. Any formal references required should be made to the original Norwegian report. It should be noted that the numbering of the paragraphs in this extract corresponds to the numbering in the original document. SUBMITTED FEBRUARY 1993 The Aircraft Accident Investigation Board has compiled this report for the purpose of improving flight safety. The object of any investigation is to identify faults or discrepancies which gay endanger flight safety. whether or not these are causal factors In the accident, and to recommend preventive action. It is not the Board's task to apportion blame or liability. Use of this report for any other purpose than for flight safety should be avoided. TABLE OF CONTENTS Page SYNOPSIS ... III • • • • • • • • • • • • • • • • • • • • • • • 2 SUMMARY .. 4 1 FACTUAL INFORMATION . ............... 5 1.1 History of the flight .••.••••.••..•..•.. 5 1.2 Injuries to persons 6 1.3 Damage to aircraft ...........•...•..•.... 6 1.4 other damage ............................ 7 1.5 Personnel information .•..••..•.•..•.••... 7 1.6 Aircraft information ..••..•.•...........• 7 1.7 Meteorological information .•............ 28 1.8 Aids to navigation ........•............. 29 1.9 Communications ...........•............... 29 1.10 Aerodrome information .......••..•......• 29 1.11 Flight recorders .......•..•....••........ 29 1.12 Wreckage and impact information .•..•....• 41 1.13 Medical and pathological information .•.
    [Show full text]
  • Norwegian Air Shuttle ASA (A Public Limited Liability Company Incorporated Under the Laws of Norway)
    REGISTRATION DOCUMENT Norwegian Air Shuttle ASA (a public limited liability company incorporated under the laws of Norway) For the definitions of capitalised terms used throughout this Registration Document, see Section 13 “Definitions and Glossary”. Investing in the Shares involves risks; see Section 1 “Risk Factors” beginning on page 5. Investing in the Shares, including the Offer Shares, and other securities issued by the Issuer involves a particularly high degree of risk. Prospective investors should read the entire Prospectus, comprising of this Registration Document, the Securities Note dated 6 May 2021 and the Summary dated 6 May 2021, and, in particular, consider the risk factors set out in this Registration Document and the Securities Note when considering an investment in the Company. The Company has been severely impacted by the current outbreak of COVID-19. In a very short time period, the Company has lost most of its revenues and is in adverse financial distress. This has adversely and materially affected the Group’s contracts, rights and obligations, including financing arrangements, and the Group is not capable of complying with its ongoing obligations and is currently subject to event of default. On 18 November 2020, the Company and certain of its subsidiaries applied for Examinership in Ireland (and were accepted into Examinership on 7 December 2020), and on 8 December 2020 the Company applied for and was accepted into Reconstruction in Norway. These processes were sanctioned by the Irish and Norwegian courts on 26 March 2021 and 12 April 2021 respectively, however remain subject to potential appeals in Norway (until 12 May 2021) and certain other conditions precedent, including but not limited to the successful completion of a capital raise in the amount of at least NOK 4,500 million (including the Rights Issue, the Private Placement and issuance of certain convertible hybrid instruments as described further herein).
    [Show full text]
  • U.S. Department of Transportation Federal
    U.S. DEPARTMENT OF ORDER TRANSPORTATION JO 7340.2E FEDERAL AVIATION Effective Date: ADMINISTRATION July 24, 2014 Air Traffic Organization Policy Subject: Contractions Includes Change 1 dated 11/13/14 https://www.faa.gov/air_traffic/publications/atpubs/CNT/3-3.HTM A 3- Company Country Telephony Ltr AAA AVICON AVIATION CONSULTANTS & AGENTS PAKISTAN AAB ABELAG AVIATION BELGIUM ABG AAC ARMY AIR CORPS UNITED KINGDOM ARMYAIR AAD MANN AIR LTD (T/A AMBASSADOR) UNITED KINGDOM AMBASSADOR AAE EXPRESS AIR, INC. (PHOENIX, AZ) UNITED STATES ARIZONA AAF AIGLE AZUR FRANCE AIGLE AZUR AAG ATLANTIC FLIGHT TRAINING LTD. UNITED KINGDOM ATLANTIC AAH AEKO KULA, INC D/B/A ALOHA AIR CARGO (HONOLULU, UNITED STATES ALOHA HI) AAI AIR AURORA, INC. (SUGAR GROVE, IL) UNITED STATES BOREALIS AAJ ALFA AIRLINES CO., LTD SUDAN ALFA SUDAN AAK ALASKA ISLAND AIR, INC. (ANCHORAGE, AK) UNITED STATES ALASKA ISLAND AAL AMERICAN AIRLINES INC. UNITED STATES AMERICAN AAM AIM AIR REPUBLIC OF MOLDOVA AIM AIR AAN AMSTERDAM AIRLINES B.V. NETHERLANDS AMSTEL AAO ADMINISTRACION AERONAUTICA INTERNACIONAL, S.A. MEXICO AEROINTER DE C.V. AAP ARABASCO AIR SERVICES SAUDI ARABIA ARABASCO AAQ ASIA ATLANTIC AIRLINES CO., LTD THAILAND ASIA ATLANTIC AAR ASIANA AIRLINES REPUBLIC OF KOREA ASIANA AAS ASKARI AVIATION (PVT) LTD PAKISTAN AL-AAS AAT AIR CENTRAL ASIA KYRGYZSTAN AAU AEROPA S.R.L. ITALY AAV ASTRO AIR INTERNATIONAL, INC. PHILIPPINES ASTRO-PHIL AAW AFRICAN AIRLINES CORPORATION LIBYA AFRIQIYAH AAX ADVANCE AVIATION CO., LTD THAILAND ADVANCE AVIATION AAY ALLEGIANT AIR, INC. (FRESNO, CA) UNITED STATES ALLEGIANT AAZ AEOLUS AIR LIMITED GAMBIA AEOLUS ABA AERO-BETA GMBH & CO., STUTTGART GERMANY AEROBETA ABB AFRICAN BUSINESS AND TRANSPORTATIONS DEMOCRATIC REPUBLIC OF AFRICAN BUSINESS THE CONGO ABC ABC WORLD AIRWAYS GUIDE ABD AIR ATLANTA ICELANDIC ICELAND ATLANTA ABE ABAN AIR IRAN (ISLAMIC REPUBLIC ABAN OF) ABF SCANWINGS OY, FINLAND FINLAND SKYWINGS ABG ABAKAN-AVIA RUSSIAN FEDERATION ABAKAN-AVIA ABH HOKURIKU-KOUKUU CO., LTD JAPAN ABI ALBA-AIR AVIACION, S.L.
    [Show full text]
  • Wayurakul Control of International Air Transport in Thailand
    Wayurakul Control of International Air Transport in Thailand THE CONTROL OF INTERNATIONAL AIR TRANSPORT IN THAl LAND A Thesis submitted to the Faculty of Graduate Studies and Research of McGill University, Montreal, Canada, in candidacy for the degree of Master of Laws. by Wichitr Wayurakul, LL.B. Institute of Air and Space Law August, 1966. McGill University Montreal, Canada. @ l'Jichitr \<Jayuraku1 1967 i PREFACE l am greatly indebted to the Government of Thailand, in particular its Department of Aviation, for nominating me to a scholarship for advanced study in air and space law, and to the Government of Canada, especially the External Aid Office, for the award of this scholarship under the auspices of the Canadian International Development Assistance programs, which enabled me to devote my time to research work. This thesis was prepared at the Institute of Air and Space Law of McGill University, Montreal, Canada, during the academic year 1965/66 under the understanding supervision and guidance of Professor Ivan A. Vlasic, to whom l must express my deep gratitude and appreciation for the generous contribution of his time and his very valuable advice. l also wish to acknowledge my debt to Mr. Donald M. Barrett of Pan American World Airways Inc., New York, New York, USA, for encouraging me and providing me with necessary information on air law study; to Mr. J. W. S. Brancker of Consultair Ltd., Montreal, Canada, for kindly giving me sorne useful materials; to my colleagues at the Air Transport ii Control Division of the Department of Aviation, Bangkok, Thailand, for their continuous help in gathering documents and information; and to Dr.
    [Show full text]
  • Valuation of Norwegian Air Shuttle Asa As of 31.12.2010
    Valuation of Norwegian Air Shuttle ASA as of 31.12.2010 Copenhagen Business School, January 2012 Program: Accounting Strategy and Control Number of pages: 80 Supervisor: Number of characters: 191 423 Jeppe Schoenfeld, external Executive summary The aim of the thesis was to estimate the share price of Norwegian Air Shuttle ASA as of 31.12.10 from an investor’s point of view. Strategic and financial analyses were conducted in order to forecast future financial statements and required rate of return to apply in a discounted cash flow model. The Nordic market for air travel was analyzed under the concept of a perfect market. This analysis concluded that the market, and especially the leisure segment, was highly competitive because of limited differentiation opportunities, low switching costs and brand loyalty, and few entrance barriers on new routes for existing airlines. Airlines’ cost structure were characterized by a high degree of fixed and batch costs, which implied significant economic of scale benefits. This has contributed to high capacity in the market after the low cost carriers (LCCs) entrance and been a driver of the heavy unit price decrease seen the last ten years. The strategic analysis also evaluated Norwegian’s future revenue growth potential in the Nordic market, partly based on historical development. Norwegian is positioned as the dominant actor in the Nordic leisure segment and challenges SAS in the business segment. The major finding of the financial analyses was that Norwegian has generated an unstable EBITDAR-margin, which has been the major underlying factor to the volatile return on invested capital.
    [Show full text]