European air transport public service obligations: a periodic review

The ‘Third Package’ of European Union air transport liberalisation measures came into effect on 1 January 1993 and has substantially reduced the restrictions on interstate flight operations. The package of measures also includes provision for the member states to impose ‘public service obligations’ on low-density routes which were deemed necessary for the purposes of regional development. In this paper, it is this legislation which is the main focus of attention. In the second section, the background to and contents of the ‘Third Package’ are reviewed. The competitive implications of these measures are briefly outlined. In Section III, the legislation relating to public service obligation routes is critically examined. The Irish government was first to invoke this legislation and several difficulties have come to light as a result. In the final section, recommendations on improvements to the legislation are proposed, based largely on the equivalent US ‘Essential Air Services’ (EAS) programme.

Carrier Network Structures and the Spatial Distribution of Air Traffic in the European Air Transport Market, 1996-2006

This paper characterises and compares the spatial distribution of air traffic in the US and Europe across the network of airports for both continents for the period 1996 to 2006, using annual airline schedules from the Official Airline Guide databases. Several measures of traffic concentration are presented. By decomposing the overall spatial distribution of traffic, aspects of individual airline behaviour may be measured and contrasted, along with measures of multi-market contact among groups of carriers. European and US airlines are characterised in terms of their network strategies and the extent of network competition that they face.

Employment sub-centres and the choice of mode of travel to work in the Dublin region

Travel-to-work mode choice patterns are analysed for a number of key employment sub-centres in the Dublin region. Geographical Information System (GIS) visualisations and regression analysis are used to identify a small number of employment sub-centres using a large sample of travel-to- work data from the 2002 Census of Population, modified with travel-specific data by the Dublin Transportation Office. The journey to work is then analysed across these employment sub-centres in the context of a travel mode choice model. The estimation results illustrate the varying effects that travel attributes such as travel time and travel cost have on the choice of mode of travel across employment destinations highlighting the role of trip destination as a main driver of travel behaviour in the Dublin region.

\u3ci\u3eThe Symposium Proceedings of the 1998 Air Transport Research Group (ATRG), Volume 2\u3c/i\u3e

UNOAI Report 98-4https://digitalcommons.unomaha.edu/facultybooks/1153/thumbnail.jp

\u3ci\u3eThe Symposium Proceedings of the 1998 Air Transport Research Group (ATRG), Volume 3\u3c/i\u3e

UNOAI Report 98-5https://digitalcommons.unomaha.edu/facultybooks/1157/thumbnail.jp

Characterisation of airline networks : a North American and European Comparison

Paper originally presented at the 48th Congress of the European Regional Science Association, University of Liverpool, United Kingdom, August 2008This paper contrasts the North American and European air transport markets using the extensive Official Airline Guide Databases. The pattern of network development in the two continental regions is examined using data for 1996–2008. The top ten carriers in both regions are analysed closely in terms of network structures and the basic geographical characteristics of these networks are highlighted. In addition, different measures of air transport activity such as seating capacity, and number of movements and of routes are compared. Visualisations of carrier networks are used to highlight the different network strategies operated by low cost and full service carriers. European carrier networks display many significant differences to North American carrier networks. European carriers generally organise their networks around one or two key nodes within the member state in which they are registered and generally do not operate interactive, continental-wide, multiple hub-and-spoke networks as do North American carriers. European and North American low-cost carriers operate much more interconnected networks than full services carriers. Southwest Airlines stands out as operating a particularly highly interconnected network.Other funderIrish Research Council for the Humanities and Social Science

US feeder airlines: Industry structure, networks and performance

This paper examines the US airline industry in terms of the relationships between the three largest full service carriers, American Airlines, Delta Airlines and United Airlines, and the set of regional carriers that are contracted to provide feeder services to them. The evolution of the regional carriers and the full service carriers are compared and recorded and the current industry structure and size is described. The paper uses the full set of Official Airline Guide (OAG) schedules for 2017 to analyse the industry structure and scale, overlap and seasonality in service provision among the groups of carriers and to understand the network organisation and capacity deployment strategy of the largest network carriers in the US market. The analysis provides evidence to explain how the large airlines are improving their cost and financial performance as well as significantly improving their operational efficiency through the achievement of high overall load factors. The sophistication in each airline’s schedule design and service delivery is highlighted.University College Dubli

The global air transport industry: a comparative analysis of network structures in major continental regions

This unique Handbook examines the impacts on, and responses to, economic geography explicitly from the perspective of the behaviour, mechanics, systems and experiences of different firms in various types of industries. The industry studies approach allows the authors to explain why the economic geography of these different industries exhibits such particular and diverse characteristics

An application of damage cost allocation for airport services in Ireland

Paper presented at 6th International Conference on Managing Pavements, 19-24 October 2004, Brisbane, Australia.This paper describes a procedure developed for the estimation of marginal damage costs for airfield pavements in order to establish off-peak airport charges at Irish airports. The Commission for Aviation Regulation has regulated Irish airports with more than one million passengers per annum since 2001. The Irish government in order to separate the ownership and regulatory functions that had both been vested with the Minister for Transport established the Commission. The three main international airports are owned and operated by the publicly owned Aer Rianta. The relationships between the airport authority and its main customers had become increasingly hostile and confrontational on issues including landing charges in the previous five years. PMS Pavement Management Services Ltd was engaged by the Commission to develop a methodology for off-peak marginal costs based on damage caused to airport facilities. The procedure developed uses the ICAO Aircraft Classification Number (ACN) to determine and allocate damage costs among different aircraft types for charges in off-peak periods. A total of 18 aircraft damage categories were determined for aircraft using Dublin Airport, based on a combination of ACN and Maximum Take-Off Weight (MTOW). The predicted maintenance and rehabilitation costs for the airport pavement infrastructure were allocated among the damage categories. An equivalent cost per tonne for 5 aircraft cost categories was subsequently developed to simplify the administration of the system by the airport authorities. The system has replaced the previous charging system based on MTOW only, and is in operation since 2001. The charging mechanism more closely reflects the actual damage induced by different aircraft, and is encouraging airline operators to consider alternative aircraft types and gear configurations that induce lower damage for similar MTOW. Some modifications have been incorporated into the charging scheme based on a 2 year review of the system in 2003. Ultimately it is intended to require aircraft operators to certify ACN values rather than MTOW on an ongoing basis at Dublin Airport.Not applicableThis item has alisting on DSpace already http://hdl.handle.net/10197/116 Duplicate removed - OR 13/05/1