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This is the strangest news in a while from a very strange industry.

US Airways offered today to acquire Delta Air Lines, now under bankruptcy-court protection, for $8 billion.

The combined company would carry more passengers each year than any other airline in the world, eclipsing American Airlines, the current leader.

The offer, extended to Delta’s bankruptcy lenders, is an attempt by the chief executive of US Airways, W. Douglas Parker, to circumvent Delta’s top management, who rebuffed two earlier approaches from Mr. Parker about merging the two airlines.

In a letter today addressed to Delta’s chief executive, Gerald Grinstein, Mr. Parker said he was disappointed that the two executives could not reach an agreement.

US Airways said today that it is offering $4 billion in cash, plus US Airways stock that was valued at $4 billion at the close on Tuesday. That price would represent a substantial premium for Delta’s creditors over what the airline’s unsecured debts now trade for. The creditors would own about 45 percent of the combined company.

Today, shares of US Airways jumped $8.57, or 16.8 percent, to close at $59.50 on the New York Stock Exchange. Other airline stocks including Continental and Airtran Holdings also rose.

Let's see. US Airways doesn't have it and Delta isn't worth it. Other than that, a lovely idea. I would expect Delta creditors to leap at the offer and US Airways stockholders to pocket these gains (which I cannot really explain) and run.

Via Ben Mutzabaugh's excellent Today in the Sky blog, we discover a place in Paris that could be described as a microeconomics-free zone. It's the IATA. Consider:

PARIS (AFX) - Giovanni Bisignani, director general of the International Air Transport Association (IATA), said national governments should pay for the additional security costs required to protect airlines from terrorist attacks, instead of imposing new security levies on passenger tickets.

In an interview with French daily Le Monde on Saturday, Bisignani said it is too early to estimate the financial impact of the disruptions seen after an alleged airline terror plot was foiled in the UK earlier this month.

However, he said the global airline industry already pays an additional 5.6 bln usd per year in security costs since the Sept 11, 2001 terror attacks in the US.

'National security is the responsibility of governments,' Bisignani said. 'Very clearly, governments must bear these additional costs for security.'

'There is no reason why rail stations and sports stadiums should benefit from state subsidies, but not airports and airlines,' he added.

It is true that most aspects of national security are the responsibility of governments, including the top level of oversight and a considerable amount of the implementation. But his statement that "... governments must bear these additional costs for security..." is inaccurate in this context.

The presence of a security threat increases the social cost of an additional person taking a flight. Imposing a security levy on people taking flights helps bring the private cost of taking the flight in line with the social cost. A Pigovian tax is exactly the right policy here. (Though I don't claim that the current or prospective levels of these security fees are optimally set.)

On his last statement, I might be tempted to agree with the first part, "There is no reason why rail stations and sports stadiums should benefit from state subsidies ..." if he ended it there. I have always been skeptical of why sports stadiums need public funding--the social and private returns appear to be in line. I don't mind subsidies for rail transportation (again, without signing on to the optimality of the current system), given its ability to relieve congestion and reduce pollution, the benefits of which don't accrue only to the rail passengers.

Via my former partner in crime, Phill Swagel, I learn that Bradley Belt, executive director of the Pension Benefit Guaranty Corporation, has submitted his resignation. To find out why, you could read the letter and get to the phrase "the time has come to pursue other opportunities." Or you could read his remarks to the National Association of Business Economics from ten days ago. Everything up to the statement "But there is hope ..." constitutes one of the best expositions of why we face these troubles in the defined benefit universe. My tenure in DC overlapped very briefly with Belt's, and I wish him well.

The shorter version of Belt's remarks is that the entirety of pension regulation is set up to distort and minimize the impact of economic conditions on the firm's reported pension liabilities. He takes particular aim at smoothing of asset and liability values:

And thus we come to another figment of imagination in pension-land—smoothing. “Smoothing” is a seductive marketing word. It conveys the sense that we are sparing investors from the rude jolt they would receive if pension losses were reported at full value and saving companies from the terrible burden of repairing pension deficits as quickly as they were created.

In the accounting context, smoothing allows companies to show pension losses to investors in small slivers over time rather than all at once. This helps make a company’s reported earnings look smoother as well, which is to say, more divorced from economic reality. But if we have learned anything from recent economic history, it is that attempting to manage reported earnings leads to trouble. Going back a few years further, would we have avoided the need for an S&L bailout if we had allowed thrifts to smooth interest-rate spikes over a several year period? Would the economic reality of their asset and liability mismatch have been any different? In the pension context, it should be a wake-up call when the deputy chief accountant of the SEC derides smoothing for its potential to render financial statements “meaningless.”

But as problematic as smoothing may be in the pension accounting context, in some ways it is even worse in the pension funding context.

Under the pension funding rules contained in ERISA and the Internal Revenue Code, a company can skip needed contributions to its pension plan on the grounds that “smoothed” assets and liabilities make the plan look well-funded. When followed by a corporate bankruptcy, this policy of ignoring economic reality and failing to make needed contributions can lead to devastating losses of retirement income for long-serving employees.

On the asset side, the funding rules allow companies to use values smoothed over five years. The only constraint is that the market value of the assets cannot be more than twenty percent different than the so-called “actuarial” value of assets. In practice, this means a pension plan with $1.2 billion in liabilities and $1.2 billion in “actuarial” assets may not be fully funded but rather $200 million short of what’s needed to pay promised benefits. If I tried to pay my bills with the “actuarial” value of my bank account, I’d be bouncing checks left and right—which, unfortunately, is what some companies are doing with their pension plans.

If anything, the situation is even more perverse on the liability side. Companies are permitted to calculate the present value of their pension liability using the four-year average of a corporate bond index. It should go without saying that interest rates from four years ago have absolutely nothing to do with the value of the pension liability today (or tomorrow). This is akin to driving down the highway at a high rate of speed looking only in the rear-view mirror.

Still, I can understand why plan sponsors want the flexibility afforded by smoothing the discount rate. It is a fact of life that pension liabilities are extremely sensitive to movements in interest rates. If the discount rate drops by one hundred basis points, that can easily drive up liabilities by ten percent or more. Better to “smooth in” that rate drop slowly over time to avoid unpleasant hiccups in the plan’s funded status. Of course hiding the volatility doesn’t mean it isn’t there.

Without these (and other) smoothing mechanisms, the argument is made that companies won’t be able to “predict” their pension contributions and won’t be able to budget accordingly. This is a particularly fascinating line of reasoning. How can a CFO of an airline possibly function without being able to “predict” future oil prices? Or the CFO of an auto manufacturer with respect to steel prices? Or the CFO of a multinational enterprise that has to deal with currency fluctuations? Or, perhaps most similarly, a bank or insurance company CFO whose business is especially sensitive to changes in interest rates?

Ah, say the inhabitants of pension-land, but our obligations are “long term.” These benefits are going to be paid out over decades, so there’s no need to value the liability based on what interest rates are doing today.

Nonsense. I want to know the market value of my house today even if I have a thirty-year mortgage and plan to live in it for another thirty years—it affects my net worth and my ability to borrow. Moreover, there’s always the chance that I may have to sell my house earlier than I expected.

Similarly, workers and retirees need to know the funded status of the pension plan today even if the benefits are going to be paid out over thirty years. Not only should it affect their planning for retirement, but there’s always the possibility that their company may go bankrupt and turn its pension plan over to the PBGC. I can assure you: At that point a liability calculation based on interest rates from the year 2002 is utterly meaningless and misleading. Yes, most pension obligations are long term. But, there have been more than 160,000 standard terminations of fully funded plans over the past thirty years. There have been 3,600 terminations of underfunded pension plans. Ask the participants in these plans whether these are necessarily long-term obligations.

The argument that something other than the current market values of assets and liabilities should be reflected on corporate financial statements is bizarre. I suppose it comes from an idea that a corporation should not have to suffer the consequences of reporting the impact of return volatility in its pension funds because ... it is doing the world a favor by sponsoring the pension. Paraphrasing Belt, that's "nonsense." It is only doing the world a favor if it does bear the consequences of that volatility. Those consequences should drive it to fully fund its liabilities and duration match its assets and liabilities (e.g., in a heavily bond rather than equity portfolio). Only then would it really be doing the world a favor and merit the substantial tax advantage of the pension relative to other forms of compensation.

More on pensions tomorrow, focusing on the GM/UAW deal.

Roger Lowenstein is an interesting contributor the New York Times magazine. In Sunday's article, with the same title as this post, he investigates the status of the employer-provided pension system, from both private and state- and local-government employers. On balance, I suggest reading the whole thing, though I do disagree with several of the conclusions he draws along the way. I explained my views on pension insurance in April, and I still have those views. In fact, this passage is directly relevant, and the thrust of it is missing from Lowenstein's article:

Defined benefit (DB) pension plans pay out benefits to retirees (and often survivors and occasionally the disabled) based on formulas that may increase with age, years of service, and earnings. The obligations look like the payment stream from a bond. In fact, a pension sponsor with a steady aggregate earnings profile and employee hiring and turnover could fully fund the liabilities and insure against risk with a portfolio heavily weighted toward bonds.

There is therefore no need for formal pension insurance. The government already provides the means for any conscientious pension sponsor to (nearly) fully insure. Every defined benefit pension plan has the opportunity to invest in Treasuries, to avoid the rate-of-return risk inherent in every other investment opportunity. With Treasuries [maturities] of a long enough maturity, the pension sponsor can even choose Treasuries to match the duration of its fund to those of its obligations, so that even shifts in the riskless rate of return do not affect its pension plan's financial position.

If you wanted to figure out what the cost of funding a pension plan with a given formula is, you would need to calculate the required annual contribution under the assumption that the pension plan sponsor were following the duration-matched Treasury investment strategy. The federal government shares the cost of this investment by allowing the pension fund to accumulate at the pre-tax rather than the post-tax return. (It also defers the employee's tax liability on compensation taken through a pension plan.)

Any deviation from this funding strategy should be examined with suspicion. The biggest deviation is to invest some of the fund in equities. This allows pension plan sponsors to assume a higher average return on the plan's assets and thus reduce contributions required to support it. This strategy is okay, as long as the pension fund is small relative to the firm's assets, so that the firm can make up the shortfall if the fund's asset values drop. As the article points out, we are learning that this isn't necessarily the case with a lot of the airline, steel, and auto companies. Almost by definition, it is not the case when a company approaches bankruptcy.

The problem is nicely illustrated by this passage from Lowenstein's article:

G.M. and other industrial companies, along with their unions, have harshly attacked the Bush pension proposal, which would force many old-economy-type corporations to put more money into their pension funds just when their basic businesses are hurting.

Well, no kidding. The industrial companies and their unions that encouraged them have no one to blame but themselves for their current troubles. They used their pension funds as speculative investment vehicles, and the combination of low interest rates, sagging stock market values, and optimistic funding assumptions put them in this position. Who but their shareholders and workers should be asked to make those additional contributions?

The government has decided through ERISA that it will permit the investment of pension funds in equities and subject plan sponsors to a set of minimum funding rules and require them to purchase (vastly underpriced) PBGC insurance. This is a bad strategy, in my view, because of the numerous ways to game it, which Lowenstein's article discusses in good detail. It creates the appearance that someone else is responsible for these companies, and that may ultimately prove to be the reality, with the taxpayers being asked to step in to make up the shortfall.

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A month ago, I posted on the question, "Should Airlines Hedge Fuel Costs?" focusing on Southwest's aggressive use of hedging compared to the rest of the industry. Today, we get more evidence for an answer in the affirmative, courtesy of the Wall Street Journal:

Southwest Airlines continued its pattern of profits in the worst of industry times, nearly doubling its net income in the third quarter, as fast-growing rival discounter JetBlue Airways squeaked out a profit and warned of losses for the rest of the year.

Thanks to a fuel-hedging program that locked in lower prices, Dallas-based Southwest has been profitable as other carriers have posted hundreds of millions of dollars in losses amid soaring fuel costs. Southwest, the seventh-largest U.S. airline based on passenger traffic at the beginning of the year, has taken advantage of rising demand for air travel, increasing fares five times since the beginning of the year, according to J.P. Morgan analyst Jamie Baker.

Southwest reported net income of $227 million, or 28 cents a share, compared with $119 million, or 15 cents a share, a year ago. Southwest said the results include a gain of $87 million before taxes associated with its hedging program. Revenue rose 19% to $1.99 billion.

Southwest flexed its muscle yesterday by announcing that it will launch service in Denver, one of the few major U.S. cities it doesn't already serve. Southwest is stepping into the space created as UAL Corp.'s United Airlines, which dominates Denver traffic with a 57% market share, has scaled back in an effort to emerge from bankruptcy protection. Southwest will also be taking on fellow low-cost carrier Frontier Airlines, which has a 19% market share but has struggled with losses because of jet-fuel costs. Southwest said it would begin service early in 2006.

The move underscores Southwest's capacity to grow when rivals are shrinking, but it also is evidence of the increasing risks the maturing carrier must face to expand. Southwest had shunned Denver because the Denver International Airport fees were too high, shaving profit margins too thin for Southwest's low fares. Southwest said it now views Denver's costs as more manageable.

Raymond James analyst Jim Parker downgraded Frontier Airlines, citing Southwest's lower costs and a belief that "it is very difficult for any airline to beat Southwest in head-to-head competition."

He's got that right. And now I'm daydreaming about reliable air service to ski the Rockies.

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I second the nomination of David Leonhardt's "Have Recessions Absolutely, Positively Become Less Painful?" for a Voxy. I am not sure that I sign on to the term "micro-recession," but this is a wonderful piece of journalism that helps illuminate why the macro economy have been giving mixed signals over the past 4 years. The focus of the article is on how FedEx, riding in the HOV lanes of the global shipping highways, has made its operational model more flexible, thereby allowing the U.S. economy to weather more difficulties without sharp, economy-wide declines in output. The title of my post is drawn from:

On a recent Wednesday, the empty plane that departs each night from Las Vegas had to travel to San Diego - rather than making its usual flight to Memphis - to fill in for a broken plane. But ground workers in Las Vegas had become so used to its completing its typical route that they had loaded some packages marked for the Memphis hub onto the plane. The packages ended up in Oakland instead.

"That's the risk with that flying spare," Mr. Dunavant, using company lingo for the empty planes, said during the call. "That's one of the things they get lulled to sleep on."

Besides Las Vegas, the flying spares leave from Duluth, Minn.; Laredo, Tex.; Fort Myers, Fla.; and Portland, Me. All take circuitous paths to Memphis, passing near major cities like Dallas, Denver and St. Louis.

On a typical night, one of the five makes an unexpected stop to collect an overflow of packages, one lands to bail out a plane needing a repair, and three arrive in Memphis as empty as they were when they took off.

Until a year ago, FedEx used just one flying spare, leaving from Las Vegas, but executives decided they needed an even larger reserve army to fight uncertainty. Every night, the company also keeps about 10 percent of planes half empty, allowing them to make unplanned stops and pick up more cargo.

There is an interesting lesson here that is often forgotten--less volatility of the outcome is often the result of more volatility of the inputs, to smooth out the impact of unexpected shocks to the production process or market demand.

Imagine if passenger airline companies were paying this much attention to their business models, or if other industries in which distribution is essential planned so well for daily contingencies, ...

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Sometimes, I just need a name. I need the name of the person employed by United Airlines who thought that this moviewould be suitable in-flight entertainment on a noontime flight. Granted, it was no Prizzi's Honor,but we're not working with the same talent here. Huge explosions? Check. Indiscriminate gunfire? Check. Plenty of nice violent images for the kids making the trip to Chicago ...

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Ben Mutzabaugh of USA Today speculates as to the impact of Delta's recent announcement of reduced service from its Cincinnati hub on the possibility of competition by a discount carrier:

Will Delta's Cincy cuts invite low-cost competition? Delta's announcement this week that it would cut flights at its Cincinnati hub by 26% may have been a necessity for the financially strapped airline, but experts say the move comes with a big risk. Delta currently dominates the Cincinnati market, meaning the carrier can typically set fares there without fear of being undercut by rivals. Delta's Cincinnati dominance also has helped scare off low-cost carriers from that market, but the cuts could leave an opening that may make Cincinnati too tempting a target for a low-cost carrier to avoid. "I hope (Delta) thought this through very carefully – downsizing a hub is a very delicate proposition," Aaron Gellman, an economics professor at Northwestern University, tells The Cincinnati Post. "I wouldn't be surprised to see a
low-cost carrier come in." And if low-cost carriers do arrive, Delta would likely be forced to cut its Cincinnati fares to match that of its new rivals.

Presumably, the cuts will come in the least essential parts of Delta's service, and in such a way that best protects its market share in Cincinnati. Another report had this to say:

Delta's hub operations accounted for about 92 percent of the nearly 22 million passengers who went through the Cincinnati airport last year, airport spokesman Ted Bushelman said.

Delta and the Delta Connection operate 599 flights a day, out of about 660 by all carriers. Delta will reduce its 128 flights Cincinnati flights to 94, and Delta Connection flights will be cut from 471 to 348, he said.

Travelers will lose nine destinations served by Delta Connection carriers, Bushelman said. The nonstop flights being eliminated are to Moline, Ill.; Mobile and Montgomery, Ala.; Islip, L.I.; Baton Rouge, La.; and Fort Walton Beach, Pensacola, Tallahassee and Daytona Beach, Fla.

The reduction from 660 to 503 flights represents a 24% reduction for the airport as a whole, but before any additional carriers come in, these reductions still leave Delta 88% (442/503) of the flights--barely down from its current 91% share. If the reductions are concentrated in the cities listed, then they appear not to open up any major markets. But I suspect that the airport authorities will be eager to not have a reduction in activity, and so they may be inclined to seek out new carriers to get back the missing quarter of their current traffic.

A discussion about corporate hedging developed in the comments to an earlier post on the impact of Hurricane Katrina. It seemed like a useful topic to follow up in a new post. The issue at hand is why Southwest seems to be the only major airline that hedges a large part of its fuel costs. It could be that they are just speculating in the fuel market and got insanely lucky here, but I doubt that. Southwest's management is extremely shrewd--if they were making a bet, they knew what they were doing.

An economic approach to the issue would be to start by identifying the conditions under which hedging would be irrelevant. If trading is costless and markets are completely efficient, then hedging wouldn't add value. Under these assumptions, any transaction that the firm does can be undone by the shareholders outside of the firm at the same relative prices. So we look for market imperfections of one sort or another to explain hedging.

In most cases, the market imperfection is the cost associated with financial distress or bankruptcy. If unexpectedly high operating costs need to be covered by borrowing, and if borrowing is costly when done on short notice, then it makes sense to smooth out the variation in operating costs. Hedging--in this case, locking in a forward price of a key input to production--allows that to happen. This theory cannot explain why Southwest hedges its fuel costs and the other airlines don't, because it is in the best financial shape.

Perhaps we can tweak it a bit (as was being done in the comments) to suggest that Southwest is one of the few airlines mentioned where the stockholders are actually the residual claimants. The other companies are much closer to bankruptcy, when the equity holders get essentially nothing and any assets get assigned to the debtholders. Refusing to hedge in this case is a form of risk-shifting onto a financially weak firm's creditors. It may also be that the weak financial position of the other airlines doesn't allow them to enter into the long-term contracts involved with hedging next year's fuel costs.

Another possibility is that Southwest has a very unusual business model and is a $10 billion company because it rigorously applies that business model and looks for ways to improve it. If they lock in the price of their fuel, then fluctuations in the price of fuel won't interfere with their ability to figure out what routes are profitable, what schedules improve efficiency, or what the next city on their route map should be. Variation in performance month-to-month will better reflect choices they made rather than fluctuations they couldn't control.

But maybe this is overthinking the problem. Two months ago, David Grossman wrote in USA Today:

Southwest reported a profit of $235 million and saved approximately $351 million during the first six months of this year. If Southwest hadn't hedged, that profit would have been a $116 million loss and the first time in 57 consecutive quarters that the company did not report a profit.

Maybe they hedge to keep the streak alive.

This topic comes up any time fuel costs increase. About a year ago, Jim Garven noted most of these points and provided links to empirical and case studies of fuel hedging. Some other good discussions are here and here at the Conglomerate blog.