Too much of everything is definitely bad... but its a natural evolution. Too few competition (monopoly, etc) then a move towards a more competitive market... but then we go too far and since the barriers to go in and out of the market are so high, it makes all the players to have loses until a few can't make it anymore, then we see a more stable market and that leads to new entrants and so on... it wont stop.
"Too little regulation" is the last phrase that comes to mind when I'm going through the airport security line, but the analysis provided here is fascinating. Air transit is crucial to all of those enternal elements you mention, not just to passenger transit. The air travel industry as a whole has teetered on the brink of bankruptcy several times, so the winnowing out process seems to be over. Too bad, because as you point out, it was the competition of smaller airlines that made air travel better, as well as keeping prices manageable.
(I used a link rather than embedded video because I wanted it to start at the proper time. There may be an ad at the beginning, but you can skip it after only five seconds.)
Your article is bang on. I firmly believe that basic services like health, transport, mail, food supply should be a balance between open market and public policy. Luxury and non essentials should be left to the open market. My granny taught me all I need to know about geopoliticalsocioeconomics and that is "too much of anything is bad".
It occurs to me that the Washington Monthly article mentioned in my column ought to be available to readers. Here's the URL: http://www.washingtonmonthly.com/search2.php?search=Phillip+Longman+and+Lina+Khan%2C+Terminal+Sickness%22
@Susan It seems a whole industry has sprung up around such regulations for acceptable carry-on items, small sized toiletries or containers that are guaranteed to fall within the TSA guidelines. And for all the safeguards, some things that are officially forbidden still slip through.
@anadvy Yes, I figured that. But there is still the cost of the trip itself, which largely depends on the amount of fuel needed. A flight of less than an hour takes up less than a flight of more than 2 hours. However, there is more competition for popular routes, which is probably the real reason the prices come down.
"I would only be paying just under $1,000 for a trip of almost 14 hours. When I proceeded to "checkout" online, the fuel surchaged slapped on it took the total to more than $1750."
That's almost double the price you were going to pay, and quite shocking. It sounds to me a little suspicious, and also very disrespectful from the airline to let you know about the huge difference you would have had to pay only when you were checking out after having spent a considerable amount of time on your booking, to finally have to cancel. May I ask what the airline was?
The cost of flying today doesn't limit to the cost of the plane ticket. You have to take into account expenses at the airports if you are not on a direct flight, or in the city. I don't mind the airlines not showing movies anymore, but the cuts in snacks, food, and soft drinks/tea/coffee that now many airlines offer on a paid menu is quite annoying, especially is you are paying a high price for the ticket.
It's different when you fly an airline that offers you low-price tickets, and then you have the option of getting extra stuff on the flight if you want. This is what most of the airlines are doing in Europe. Some still give a little snack, though.
EBN Dialogue enables and encourages you to participate in live chats with notable leaders and luminaries. Not only editors and journalists, but the entire EBN community is able to comment and ask questions. Listed below are upcoming and archived chats.
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Thailand Stages a Comeback Join EBN contributor Jennifer Baljko on Thursday August 23, 2012, at 11:00 a.m. EST for a live chat on how electronic manufacturers in Thailand have shored up their supply chain to reduce the impact of future natural disasters.
Euro-Crisis: What It Means for High-Tech Firms Join EBN Editor in Chief Bolaji Ojo and Contributing Editor Jennifer Baljko on Thursday, July 12, at 10:00 a.m. EDT for a Live Chat on high-tech and Europe's economic difficulties.
Microsoft Surface: Potential Winners & Losers What are the implications for the electronics industry supply chain of Microsoft Corp.'s decision to launch its own tablet PC? Join industry veteran and EE Times' systems and OEM expert Rick Merritt on Tuesday, July 3, at 12:00 pm EDT for a Live Chat on this subject.
Join EBN contributor Jennifer Baljko on Thursday August 23, 2012, at 11:00 a.m. EST for a live chat on how electronic manufacturers in Thailand have shored up their supply chain to reduce the impact of future natural disasters.
Peter Drucker famously said "Trying to predict the future is like trying to drive down a country road at night with no lights while looking out the back window." Yet in the razor's-edge world of electronics—with a lean supply chain and just-in-time demands—the need to know the future is vital.
While no one really can accurately predict the future, we can take guidance from another Drucker saying which is the best way to predict the future is to create it.
You've heard the saying "the No. 1 supply chain risk is your people." That hasn't always been the case. But today's complex global supply chain requires a new type of multitalented employee. It's one who understands, finance, marketing, economics, is savvy with technology, graceful with relationships and can think analytically.
Where are these people? Are universities properly preparing the next generation supply chain professionals? How do train your existing workforce for these new, demanding positions?
Brian Fuller, editor-in-chief of EBN, will lead a 60-minute Avnet Velocity panel discussion that will ask and answer these and other questions swirling around today's supply-chain talent challenges.
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