SLIDE 30 What happened to airline prices just after September 11, 2001?
Airlines Hold Back on Expected Fare Bonanza
By Laurence Zuckerman and Joe Sharkey
New York Times Service
Despite a decline of as much as 50 percent in passenger traffic, major airlines have been reluctant to lower fares drastically after the terrorist attacks in the United States. Some bargains are being offered online by travel whole- salers and by small carriers, but the large fare sales that many analysts predicted have not materialized. The reason, airline executives said, is that fares had been discounted heavily before the attacks to try to counter an industry slowdown. But since the attacks, which involved four hijacked planes, many airlines are convinced that people are not ready to return to the skies at any price. “Emotions are so high today that even a $99 coast-to- coast fare wouldn't do anything,” said an executive at a major carrier who spoke on the condition of anonymity. “People need a few weeks to realize that we are not being attacked on a daily basis.” The major carriers have begun carrying out the 20 percent reductions in their schedules, which were announced last week to trim costs and to match reduced demand. Some are culling routes that were unprofitable before this month, or replacing large jets with smaller regional jets. But most are simply reducing the number of flights on existing routes. For example, both Delta Air Lines and US Airways have reduced their hourly shuttles from Boston to New York, which totaled as many as 17 flights a day, to just four flights a day each. Many airline executives and analysts acknowledged that they are guessing about the future because no one can be sure when airline traffic will return, particularly the lucrative business travel market, and at what level. The Air Transport Association, the industry's trade group, predicted that industry sales will be down 40 percent during the fourth quarter. But Samuel Buttrick, an airline analyst at UBS Warburg in New York, said he thought the number would be closer to 25 percent. “The industry has little insight into what revenues will be in November and December, as do we,” he said. The major airlines routinely decline to comment on future fares because of past allegations that they breached antitrust laws by signaling their pricing plans to competitors. But leisure fares “are totally unpredictable” said Alyse Ticker, the manager of Equinox Travel in Manhasset, New
- York. “The airlines are scrambling. They're falling over
themselves” to entice customers back, she said. Many bargains are being offered quietly by Southwest Airlines and other aggressive low-fare carriers in markets away from the major hubs. Last week, one small carrier, National Airlines, which has about 50 flights a day, began
- ffering round-trip fares as low as $25 between Las Vegas
and San Francisco and Los Angeles, or $75 between New York City and Las Vegas. The major airlines have been cutting some fares on selected routes, often in response to their low-fare
- competitors. But they also are keeping a low profile about
it. “They're not advcrtising thcm,” said Tom Parsons, thc president of Bestfares.com, an online travel site that spe- cializes in booking discount fares. “They're just loading them into the computer reservations systems. They're really hoping to avoid starting a major fare war” that might spread competitively to the most lucrative business-travel routes from major hubs like New York, Chicago and Dallas.
International Herald Tribune 26 September 2001, Page 2
P1 Sep–Oct 2012 • Timothy Van Zandt • Prices & Markets Session 9 • How Pricing Depends on Demand Slide 30