The Role of Secondary Airports for Today's Low-Cost Carrier Business Models: The European Case

One of the core characteristics of Low-Cost Carriers (LCCs) is their use of secondary and regional airports. However, nothing is fixed as the market constantly evolves and carriers modify their strategies in order to achieve growth. This paper uses the examples of Ryanair, easyJet and Norwegian to show how changes to LCC business models are affecting secondary airports across Europe. Using a content analysis, this paper first describes how airport choice factors for LCCs have evolved over the last 10 years. This is followed by a data analysis of historical and current airline network capacity to identify how LCC traffic at secondary airports is developing. The paper finds that cost, demand and efficiency are still the most important criteria for LCCs when choosing an airport to operate from. However, it also identifies that LCCs have become more interested in serving business passengers, which is why they are increasingly using primary airports (accounting for 58% of their recent capacity growth). Through the use of a selection of case airports it is finally concluded that the evolution of LCCs increases competition between primary and secondary gateways. In most cases, secondary airports are losing a significant amount of LCC traffic and only sustain flights to less important destinations. This research puts into question the future importance of secondary airports for LCCs. As not all airports have been impacted by the hybridisation of LCCs to the same extent, the results are not equally applicable to the whole European airport industry

A comparison of two methods for reducing take-off delay at London

Abstract This paper describes recent research into the departure process at London Heathrow, with the primary motivation of reducing the amount of fuel used, improving both the economic and environmental cost. Two proposals are considered here. The first proposal considers the practicality and potential benefits of aiding the controller to improve the take-off sequencing. The second proposal aims to absorb some of the inevitable delay for aircraft at the stands, before the engines are started, but also involves a take-off sequencing aspect. Models for the two take-off sequencing problems are presented in this paper, the second of which includes an additional pushback time (or TSAT) allocation sub-problem which has to be solved subsequently. These models have distinctive differences from the models for the takeoff and arrival sequencing problems which are usually considered in the literature, since they take into account necessary constraints imposed due to the control problem (whether a sequence can actually be achieved, and how) in each case. As discussed in this paper, the control problem cannot be ignored by the controllers at Heathrow, so cannot be ignored by any realistic system to aid them in their tasks. Comparative take-off sequencing results are presented for the two systems and the potential benefits from providing decision support to the runway controllers or improved TSAT allocation at the stands are considered. The paper ends with some overall conclusions from the research, showing the large potential benefits of these systems. The TSAT allocation system which is discussed in this paper has been developed for implementation at London Heathrow as one element of the Collaborative Decision Making project.