DL ATLANTIC Load Factor Revenue Capacity Yield
2015-16 -6.8% -6% -.8% -2.4%
2014-15 -2.1% -4.8% +3.2% -5.3%
2013-14 -.8% +3.0% +.9% +3.0%
2012-13 +1.2% +3.0% -1.0% +2.0%
2011-12 +2.8% -1.0% -7% +3.0%
2010-11 -2.1% +9% +2% +10%
2009-10 +2.3% +18% -3% +18%
KL ATLANTIC Load Factor Capacity Revenue
2015-16 +.5% +3.4% +3.3%
2014-15 +.3% +1.9% +1.4%
2013-14 -.2% +4.2% +4.4%
2012-13 -2.7% -.1% -.3%
2011-12 -3% +10.2% +7.0%
KL did not publish numbers broken down this way before 2011, and only had general Global numbers without North America built in. Notice however the key period of 11-13 for both DL and KL, DL dropped capacity, but KL picked it up. AF did as well, but frankly cannot be hassled to look through their numbers right now.
BTW, For VS one can only really find such broken down numbers (similar from 2013-2016) one sees about a 8% drop in capacity overall in their system, BUT a 6-7% increase in TATL over that period, with a cumulative load factor that has decreased only about 6.2% during that time.
So since the great synergies with AF/KL/AZ, the JV and all that we can see that DL has increased capacity, but that Load Factors have indeed decreased, as have passenger revenue and yield may have cumulatively been up one or two percent ( Really KL is the only one that has kept up )
Now you can add the fact that most Western European Airlines have INCREASED their TATL flying over that time (net.....yes we may have lost 2 BMI flights, but have gained at least 6 BA TATL flights in their place), then add in all your lowcosts and ME3 and TK, and then you can see how it is RIDICULOUS that while they are blowing chunks filling the cabin with revenue passengers that it is ridiculous to sting us with any such devaluations.