Critical Issues in Air Transport Economics and Business (Routledge Studies in the Modern World Economy)
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This book offers material for strategic thinking featuring contributions from key figures in Europe, the US and Asia. The focus of the book expands from economic to legal issues, bankruptcy and safety and security. The carefully selected papers offer a thorough and structured analysis of major current developments in the air transport industry. Fully up to date, topics covered include competitive strength, capacity utilisation and risk.
The most likely future scenarios are more or less known. Only, the timeframe remains uncertain. The speed at which the various market players in the air transport chain will implement their strategies remains the key question. This depends on a whole range of exogenous and endogenous variables, as this book aspires to demonstrate. As both an overview of the current issues affecting the industry and as a cohesive set of strategic documents, therefore, this collection will prove invaluable for policy makers and researchers alike.
minimise runway occupancy time (ROT) in order to make the departure or landing of another aircraft possible. Estimates have been made that reducing ROT can Table 13.3 Airport capacity (IFR movements/year × 1,000) Airports Number of runways Capacity* London Gatwick 1 278 London Heathrow 2 484 Brussels Airport 3 470 Frankfurt Main 3 530 Paris CDG 4 680 Amsterdam Schiphol 5 (6**) 600 Notes *Eurocontrol, 2006a,
not dissolved by the extra capacity. 14 Each of these two approaches would be incompatible with the current IATA guidelines in which the continuity of airline schedules is a key issue. 15 See for this rule section 4.2. 16 From the optimal efficiency point of view the difference between primary and secondary trading is only gradual and not fundamental: primary trading will bring forward the long-run effects of secondary trading. It should be kept in mind, however, that
However, it is not clear to what an extent such a distortion would occur, and how in the longer run airlines will respond with their choices of network structure, aircraft size and fuel efficiency. In terms of the tourism industry, countries not implementing an ETS may benefit in that they may gain international tourists from the ETS region. Several studies have also examined the important issue of “carbon leakage,” and have provided conditions under which failure to implement a global ETS – both
Memorandum of Cooperation to enhance their synergy in five areas of cooperation: implementation of the Single European Sky; research and development; global navigation satellite systems, including Galileo; data collection and analysis in the areas of air traffic and environmental issues; and international cooperation in the field of aviation. 6 Conclusions The entry of LCCs in the EU has dramatically changed the aviation market in recent years. The development of LCCs in Europe was
of the evidence indicates that connecting passengers on complementary routes who take advantage of traditional code-share flights achieve benefits from the alliances, the evidence on benefits to passengers on nonstop routes from virtual code-sharing is decidedly mixed. Finally, the research does seem to indicate that domestic alliances generate traffic for their member carriers. 6 Conclusions Alliances are viewed as “intermediate” forms of organizational structure, with many of the