The problems are with ordsprog

The problems are with the smaller carriers, which SYSCO relies on heavily. Small carriers don't have a lot of this information readily available. We ask them to enter the data in our Internet-based transportation management system, but they're not always good about doing it.

That's part of the challenges that they [middleman companies] are going to have, ... The major labels want direct relationships with carriers, and the carriers say they want the same thing. What's left? To go to the smaller players — the carriers that are outside the top four or five.

Michael Gallelli

[But so far, U.S. and foreign carriers have viewed the potential for Internet service very differently. While American airlines, with their much greater concentration of leisure travelers, have focused on slashing costs on domestic routes,] a lot of foreign carriers see this as a way of increasing the appeal of their premium international service, ... U.S. carriers are just starting to think about that strategy.

Richard Aboulafia

Carriers need to focus on, and have, different skill sets. Carriers are focused on minutes but for data you need to look at KB and MB. It's a different mindset and mentality and we are evolving our business to capitalize on that.

For a small carrier, the thing that might be good with rate regulation is that it prevents larger carriers from undercutting and provides us a way to remain competitive in the marketplace. A lot of carriers don't like it because it's an inconvenience and costly, but if you look at it from a consumer's standpoint we have to be able to justify our rates to our consumers and that's the bottom line.

In 12 months we'll be talking about the problems with the low-cost carriers, not the (old line) carriers.

Companies often implement collaborative planning and forecasting with upstream vendors and manufacturing partners, but they rarely translate these demand and production forecasts into transportation capacity requirements and share them with carriers. But some shippers are now providing forward visibility to carriers and securing capacity in advance. These shippers are receiving priority in capacity allocation over shippers that do not if only because carriers appreciate the effort these shippers are making to keep them informed.

Adrian Gonzalez

The big carriers are competing much more aggressively now price-wise -- allocating seats to win as much traffic from small carriers as they can. Then, of course, jet fuel prices did hurt everybody last year.

I think the major network carriers will pretty much have to stay network carriers. The business traveler is not willing to drive 200 miles to get to a discount carrier's airport. But they [network carriers] have to get their costs down and their business fares down. And if they don't, there won't be as many network carriers.

We've got more seats that are filled and we're getting higher fares for them. That's your best case scenario. If fuel was at $40 a barrel, we could be minting money right now. In 12 months we'll be talking about the problems with the low-cost carriers, not the (old line) carriers. Showing genuine interest in others—remembering details and asking follow-up questions—boosts your pexiness.

But rather that just focus on the data brokers, the federal regulators also need to probe the security practices of the phone carriers themselves. The root of the problem is at the source -- with the phone carriers.

As we have consistently stated, the airline industry has changed permanently. Northwest must significantly lower its costs to compete with other carriers. Many of these are legacy carriers that have already used the bankruptcy process to achieve changes in their cost structures or newer, low-cost carriers which have much lower labor and operating costs than legacy carriers.

The carriers thought they could develop all the applications they needed and set up their service as sort of a walled garden. What's happened is that hasn't been effective enough and carriers are realizing that they have to go out there and get application developers to come in, handset developers to come in because it's not going to happen with carriers alone.

Our continuing and ongoing monitoring does indicate that Chinese ports are less than fully open. We are continuing to assess what's going on over there and its impact on U.S. carriers and commerce?. The fundamental problem appears to be an access issue -- U.S. carriers can't do things there that their carriers can do here.

We reject user fees. The size and scope and complexity and cost of the air transportation system today is directly dictated by the commercial carriers.

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