Business performance of airports: Non-aviation revenues and their determinants

Fasone, Vincenzo; Kofler, Lukas; Scuderi, Raffaele

doi:10.1016/j.jairtraman.2015.12.012

Cited by 46 publications

(34 citation statements)

References 39 publications

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“…In addition to this, Fasone et al (2016) also found similar results by using ridge regression and partial least squares. They investigated the determinants of non-aeronautical revenue in 15 German international airports using pooled data for the 2009-2012 period.…”

Section: Literature Reviewsupporting

confidence: 76%

“…Given the discussion above, two key papers to be built on for the specific purpose of studying the impact of LCC carriers on non-aeronautical revenue are Lei & Papatheodorou (2010) and Fasone et al (2016). Although these studies are pioneering and each sophisticated works in this field, both studies have several points to be improved upon in terms of the empirical aspects.…”

Section: Building On the State Of The Artmentioning

confidence: 99%

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The impact of low cost carriers on non-aeronautical revenues in airport: An empirical study of UK airports

Yokomi

Wheat

Mizutani

2017

Journal of Air Transport Management

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The purpose of this study is to clarify the impact of low cost carriers (LCCs) on non-aeronautical revenues in 26 UK airports from 1999 to 2008. Increasingly non-aeronautical revenues have become an important source for airport revenue. Our literature review highlights that there is little consensus in empirical results concerning LCC impact on non-aeronautical revenues, some of these report positive impact while others show negative impact. We estimate a non-aeronautical revenue function which includes frequency share of LCC, Air Transport Movements (ATMs), number of passengers and population of hinterland of each observed airports as explanatory variables. In addition to this, we produce marginal revenue estimates for both the case of capacity constrained and capacity unconstrained circumstance in airports. As a result, in the case of a non-capacity constrained airport, on average, the marginal revenue of an additional LCC ATM is £147 while for non-LCC ATM it is £226. On the other hand, in the case of a capacity constrained airport, on average, substituting one non-LCC ATM with an LCC ATM reduces revenue by £79.

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Section: Literature Reviewsupporting

confidence: 76%

Section: Building On the State Of The Artmentioning

confidence: 99%

The impact of low cost carriers on non-aeronautical revenues in airport: An empirical study of UK airports

Yokomi

Wheat

Mizutani

2017

Journal of Air Transport Management

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“…In this context, more and more airports began to focus on implementing strategies to increase income from commercial activities (Del Chiappa et al, 2016;Fasone et al, 2016;Castillo-Manzano et al, 2018).…”

Section: Transiting Airports Heading For Tourist Destinationsmentioning

confidence: 99%

“…On the other side, the way to attract passengers is by offering them tourist attractions and an enhanced experience either at the airport or inside the destination. In addition to shops and restaurants, many major airports have begun to offer facilities such as: swimming pool, karaoke, golf course (Fasone et al, 2016), transforming transportation hubs into tourist attractions. Other modern airports offer their transiting passengers unique experiences, such as: IMAX Movie Theater at Hong Kong Airport, indoor skating ring and ice forest at Seoul Incheon, four-story indoor slide and a butterfly garden with a big water feature inside Singapore Changi Airport.…”

Section: Transiting Airports Heading For Tourist Destinationsmentioning

confidence: 99%

The Destination Experience Through Stopover Tourism Bucharest Case Study

Sigu¹,

Sánchez²,

Stoenescu³

et al. 2018

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Over the years, the evolution of the air transport sector has determined important changes in the tourism industry. One of the consequences of the liberalization of air transport has been the development of the "hub-and-spoke" system, used by traditional airlines in order to be more efficient in a highly competitive environment. As air traffic significantly developed worldwide, "hubs" became highly connected places concentrating an increasing number of transit passengers. At the same time, the liberalization of the airline industry has stimulated both airline and airport competition, therefore, vertical partnerships have become an interesting option for airlines, as well as airports. Moreover, considering that transiting traffic represents a potential tourism market, tourism organizations have also started to get involved in the process. "Stopover tourism" is a new type of tourism based on the partnership between airlines, airports and tourism organizations, with the purpose to turn transiting passengers into stayover tourists. This paper focuses on building a better understanding of how "stopover tourism" type programs can enhance tourism development, identifying the characteristics of this form of tourism and the measures that need to be taken by the authorities in order to encourage its development and investigates the possibility of implementing it in Romania. In order to achieve these objectives, the research was conducted using analysis of secondary data included in several scientific journals and publication, as well as primary data collection, through qualitative research, having as interviewees, experts from the airline industry and from tourism organizations in Romania.

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“…Históricamente los aeropuertos enfocaban su atención en la prestación de servicios relacionados con las necesidades de las compañías aéreas, ya que de este colectivo proviene la principal inyección de ingresos, los denominados ingresos aeronáuticos. Sin embargo, desde hace tres décadas, los aeropuertos vienen considerando a los pasajeros (y otros usuarios del aeropuerto) como un cliente importante, principalmente como consumidores de las tiendas de venta al por menor y otros servicios relacionados y, por lo tanto, como una fuente alternativa de ingresos, que para diferenciarlos de los anteriores se les denomina ingresos no-aeronáuticos o comerciales (Fasone et al, 2016;Díaz Olariaga, 2015). Así, los ingresos no-aeronáuticos han cobrado tal relevancia que en muchos países o regiones casi han igualado, en porcentaje, a los aeronáuticos (Díaz Olariaga, 2015).…”

Section: Empresas Con Un Negocio Dualunclassified

Airport competition, general framework of analysis

Olariaga¹

2018

DEM

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Research article. Over the past 25 years the aviation market liberalization has been one of the factors driving the changing business environment in which airports operate today. These are beginning to stop being natural monopolies and are already competing with their market power being threatened. The factors driving airport competition are: greater freedom and flexibility of airlines to decide where their fleet operates, and their ability to change base of operations; more and better options for passengers to plan and decide where to start and finish their trips / tours; privatization of airports; and the entry into the market of new airports. This review article analyzes, through these factors, and from a general framework, the characteristics of airport competition today.ResumenArtículo de investigación. Durante los últimos 25 años la liberalización del mercado de la aviación ha sido uno de los factores que impulsó el cambiante entorno comercial en el que operan los aeropuertos hoya. Estos están empezando a dejar de ser monopolios naturales y ya compiten entre sí, con lo que su poder de mercado se ve amenazado. Los factores que impulsan la competencia aeroportuaria son: una mayor libertad y flexibilidad de las líneas aéreas para decidir desde donde operan su flota, y su capacidad de cambio de base de operaciones; más y mejores opciones de los pasajeros para planificar y decidir desde donde iniciar y terminar sus viajes/tours; la privatización de los aeropuertos; y la entrada al mercado de nuevos aeropuertos. Este artículo de revisión analiza, a través de dichos factores, y desde un marco general, las características de la competencia aeroportuaria hoy en día.ResumoArtigo de pesquisa. Nos últimos 25 anos, a liberalização do mercado de aviação tem sido um dos fatores que impulsionam o ambiente de negócios em mudança em que os aeroportos operam hoje. Estes estão começando a deixar de ser monopólios naturais e já estão competindo uns com os outros, com seu poder de mercado sendo ameaçado. Os fatores que impulsionam a concorrência nos aeroportos são: maior liberdade e flexibilidade das companhias aéreas para decidir onde sua frota opera e sua capacidade de mudar a base de operações; mais e melhores opções para os passageiros planejarem e decidirem por onde começar e terminar suas viagens / passeios; privatização de aeroportos; e a entrada no mercado de novos aeroportos. Este artigo de revisão analisa, através destes fatores, e de um quadro geral, as características da competição aeroportuária hoje.

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Business performance of airports: Non-aviation revenues and their determinants

Cited by 46 publications

References 39 publications

The impact of low cost carriers on non-aeronautical revenues in airport: An empirical study of UK airports

The impact of low cost carriers on non-aeronautical revenues in airport: An empirical study of UK airports

The Destination Experience Through Stopover Tourism Bucharest Case Study

Airport competition, general framework of analysis

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Business performance of airports: Non-aviation revenues and their determinants

Cited by 46 publications

References 39 publications

The impact of low cost carriers on non-aeronautical revenues in airport: An empirical study of UK airports

The impact of low cost carriers on non-aeronautical revenues in airport: An empirical study of UK airports

The Destination Experience Through Stopover Tourism  Bucharest Case Study

Airport competition, general framework of analysis

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The Destination Experience Through Stopover Tourism Bucharest Case Study