Effects of the Asian Crisis on the geography of Southeast Asia’s air traffic

Rimmer, Peter J.

doi:10.1016/s0966-6923(99)00041-1

Cited by 16 publications

(17 citation statements)

References 10 publications

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“…While analyses of network structures and performance (Burghouwt, Hakfoort, 2001;Bowen, 2002;Reynolds-Feighan, 2007;Paleari et al, 2010;Wang et al, 2011;Lin, 2012) as well as market developments following airline deregulation (Borenstein, 1992;Dempsey, 2002;Goetz, Sutton, 1997;Chan, 2000), the emergence of new airline business models (Dobruszkes, 2006(Dobruszkes, , 2009(Dobruszkes, , 2013Fan, 2006;Francis et al, 2006;Hooper et al, 2011;Budd et al, 2014;) and economic crises (Rimmer, 2000;Alderighi, Cento, 2004;Wittman, 2014) have been conducted, a consistent framework for global supply-side market analyses from the connectivity perspective has not been applied, to date. As shown by Suau-Sanchez and Burghouwt (2012), the development of such an approach is particularly important given the increasing significance of indirect connections, which require network analyses to simultaneously model network geography and temporal schedule coordination.…”

Section: Resultsmentioning

confidence: 99%

“…Network deteriorations are only observed in two years, as compared to 11 years in North America and 6 years in Europe. In particular, Asian air transportation was not significantly hit by the Gulf crisis in the beginning of the 1990s (Rimmer, 2000;Fig. 12) and network deterioration first appeared during the Asian crisis towards the end of the 1990s (Chin et al, 1999;Bowen, 2000, Rimmer, 2000.…”

Section: Asiamentioning

confidence: 99%

“…In particular, Asian air transportation was not significantly hit by the Gulf crisis in the beginning of the 1990s (Rimmer, 2000;Fig. 12) and network deterioration first appeared during the Asian crisis towards the end of the 1990s (Chin et al, 1999;Bowen, 2000, Rimmer, 2000. Due to Asian carriers being relatively financially healthy (Lawton, Solomko, 2005), carriers were able to quickly recover from the crisis, before the 9/11 attacks led to service reductions (2001)(2002) and the SARS outbreak slowed network growth (2003)(2004) (Fig.…”

Section: Asiamentioning

confidence: 99%

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How air transport connects the world – A new metric of air connectivity and its evolution between 1990 and 2012

Allroggen

Wittman

Malina

2015

Transportation Research Part E: Logistics and Transportation Re

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SUMMARY ObjectiveScheduled air transport services connect airports throughout the world and thereby enable interaction on a global scale. By doing so, they spur globalization (Hummels, 2007) as well as social and economic development (Lakshmanan, 2011). In order to facilitate integration of regions into global value chains, planners, scholars and policymakers therefore need to understand as to how scheduled air transport services link a region to other markets. For this purpose, connectivity metrics have been developed, which measure the degree of connections between airports (Burghouwt, Redondi, 2013). In particular, the 'connection quality-weighting' approach (Veldhuis, 1997;Burghouwt, de Wit, 2005) has been used to compute the aggregate quality of all available connections at an airport with regard to their properties in quickly bridging distances. However, such a metric has neither been calibrated on the basis of observed passenger behavior nor been computed for the world's airports across a multi-decade time series. This paper sets out to develop the first such metric and to discuss global airline network development between 1990 and 2012 from a connectivity perspective. How Air Transport Connects the World 4 MethodologyThe Global Connectivity Index (GCI) for each airport is computed by summing the connectionquality of each available flight connection weighted by the interaction potential, to which the connection provides access. This requires three levels of analysis. First, on the link-identification level, we identify from OAG flight schedules all scheduled nonstop and onestop connections, which are available to passengers at each airport. Second, on the link-quality level, we compute each connection's frequency and relative connectivity value as compared to (hypothetical) nonstop flights. The relative connectivity value is derived from flight duration and layover time and calibrated through observed routing data for US passengers. Third, on the destination-quality level, we model the interaction potential, to which each worldwide airport provides access. For this purpose, we use gridded wealth-adjusted population data and a distance-decay function. Transaction-specific idiosyncrasies such as tastes or fares, which vary among potential passengers and impact on each passenger's itinerary choice, are not considered since they cannot be aggregated to the route level, yet. Results By computing yearly GCITo date, no analysis exists which evaluates 'quality-weighted' connectivity and/or centrality at the world's airports with the help of an empirically calibrated model. Such a model is developed in this paper. We compute these metrics to analyze worldwide connectivity and centrality trends The remainder of this paper proceeds as follows: In Section 2, the building blocks of 'connection quality-weighted' connectivity and centrality are outlined. Section 3 develops the connectivity and the centrality metrics. Global and world-region trends in connectivity and centrality between 1990 and 2012 are analyzed in Sect...

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Section: Resultsmentioning

confidence: 99%

Section: Asiamentioning

confidence: 99%

Section: Asiamentioning

confidence: 99%

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How air transport connects the world – A new metric of air connectivity and its evolution between 1990 and 2012

Allroggen

Wittman

Malina

2015

Transportation Research Part E: Logistics and Transportation Re

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“…Uma crise financeira pode influenciar a atividade de transporte ae reo de uma forma na o ta o direta como a relaça o entre o crescimento econo mico e o aumento do PIB, como foi mostrado por Rimmer (2000), que estudou o efeito da crise asia tica de 1997 e 1998 no tra fego ae reo do Sudeste Asia tico e entre a regia o e outras partes do mundo. Dobruszkes e Hamme (2011) mostraram efeitos da crise mundial no transporte ae reo, sendo que a mudança na oferta de assentos dependeu do paí s estudado.…”

Section: Crise Econômica E Transporte Aéreounclassified

Impacto da crise econômica brasileira no transporte aéreo no país: Uma análise da influência do PIB e da inflação

et al. 2017

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RESUMOe correlação entre movimentação de passaieiros e economia é fundamental para a previsão da demanda por transporte aéreo sendo que a relação entre o Produto Interno Bruto (PIB) e a movimentação de passaieiros tem sido comumente explorada pela literature em previsões. e inflação entretanto consiste em uma variável que pode estar associada à movimentação de passaieiros e que não tem sido explorada. aomo o Brasil tem enfrentado crises econômicas desde 2014 o objetivo deste estudo consiste em verificar a influência do PIB e da inflação na movimentação de passaieiros aéreos do país utilizando metodoloiia baseada em reiressão linear para o período de 2013 a 2015 considerando sete aeroportos do Brasil. Os resultados demonstram uma redução na movimentação de passaieiros no transporte doméstico e internacional acompanhada da queda do PIB e aumento da inflação para todos os aeroportos estudados com exceção do eeroporto Internacional de Brasília maior hub doméstico do Brasil atualmente. Os resultados também demonstram melhor ajuste das curvas para a utilização de PIB do que inflação e uma redução nas tarifas e na quantidade de assentos ofertados no transporte aéreo doméstico. aom as equações obtidas são realizadas previsões para a movimentação de passaieiros no transporte aéreo para 2016. O artiio tem como base o ano de 2016 mas a metodoloiia proposta pode ser utilizada para outros anos.ABSTRACT ehe correlation between air passenier transport and the economy is crucial for predictini the demand for air transport and the relationship between the Gross Domestic Product (GDP) and air passenier transport has been commonly exploited by literature forecasts. Inflation however consists of a variable that can be associated with air passenier transport and has not been exploited. es Brazil has faced economic crises since 2014 the aim of this study is to verify the influence of GDP and Inflation in the air passenier transport of the country usini a linear reiression methodoloiy for the period from 2013 to 2015 considerini seven airports in Brazil. ehe results show a reduction of domestic and international air passenier transport toiether with the fall in GDP and risini of inflation for all airports studied with the exception of Brasilia International eirport the lariest domestic hub currently Brazil's. ehe results also demonstrate best fit curves for the use of GDP than inflation and a reduction in tariffs and the number of seats offered on domestic air transport. With the equations obtained forecasts for air passenier transport for 2016 are performed. ehe article is based on the year 2016 but the methodoloiy can be used for other years. Palavras-chaves:PIB. Inflação. Movimentação de passaieiros aéreos. Brasil.

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“…Yet, from those studies one can deduct that seat capacity is highly concentrated at main hub airports and gateways in a clear strategy to become dominant global players (see, for example, O'Connell (2011) for the Middle East; and De Wit et al (2009) for the Asia-Pacific). Nevertheless, in Southeast Asia, growth of intra-continental traffic keeps on benefiting an increasing number of airports as GDP grows and economic development is spread all over the region (Rimmer, 2000).…”

Section: Towards Concentration or Deconcentration?mentioning

confidence: 99%

Uneven patterns in airport seat capacity distribution: a review

Suau-Sánchez¹

2013

dag

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This paper reviews the literature on the uneven patterns of airport seat capacity. Seat capacity distribution studies are useful to show air travel possibilities and whether economic development is concentrated in some particular regions. During the last decades, seat capacity patterns have been reshaped by an increasing process of deregulation of the air traffic market and liberalization of the former flagship carriers. Overall, literature agrees that intra-continental seat capacity has tended to deconcentrate, meaning that seats are more equally spread along the airport population, while inter-continental seat capacity, the most valuable for the exchange of face-to-face information and global supply chains, has tended to concentrate in fewer airports. Hence, in quantitative terms inequality has decreased, although in qualitative terms it has increased. Keywords: air transport; seat capacity; unevenness; spatial patterns; deregulation; liberalization. Resum. Patrons desiguals en la distribució de places aèries: una revisióAquest article revisa la literatura sobre la distribució desigual de places aèries. Els estudis d'oferta de places són útils per mostrar les possibilitats de viatjar i si el desenvolupament econòmic està concentrat en determinades regions. Durant les últimes dècades, els patrons de distribució de places aèries han estat redefinits pels creixents processos de desregularització del mercat del tràfic aeri i la liberalització de les línies aèries de bandera. En conjunt, hi ha un acord a la literatura a considerar que l'oferta de places per a vols intracontinentals ha tendit a desconcentrar-se. És a dir, les places estan repartides de manera més equilibrada al llarg de la població d'aeroports. D'altra banda, l'oferta de places per a vols intercontinentals, els més valuosos per a l'intercanvi d'informació cara a cara i les cadenes de producció globals, ha tendit a concentrar-se en menys aeroports. Així doncs, des del punt de vista quantitatiu, la desigualtat ha disminuït, tot i que en termes qualitatius aquesta s'ha incrementat. Paraules clau: transport aeri; places aèries; desigualtat; distribució espacial; desregulació; liberalització. Resumen. Patrones desiguales en la distribución de plazas aéreas: una revisiónEste artículo revisa la literatura sobre la distribución desigual de plazas aéreas. Los estudios de oferta de plazas son útiles para mostrar las posibilidades de viajar y si el desarrollo Pere Suau-Sanchez Uneven patterns in airport seat capacity distribution: a review 168 Documents d'Anàlisi Geogràfica 2013, vol. 59/1 económico está concentrado en determinadas regiones. Durante las últimas décadas, los patrones de distribución de plazas aéreas han sido redefinidos por los crecientes procesos de desregularización del mercado del tráfico aéreo y la liberalización de las aerolíneas de bandera. En conjunto, hay un acuerdo en la literatura en considerar que la oferta de plazas para vuelos intracontinentales ha tendido a desconcentrarse. Es decir, las plazas están repartidas de forma má...

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Effects of the Asian Crisis on the geography of Southeast Asia’s air traffic

Cited by 16 publications

References 10 publications

How air transport connects the world – A new metric of air connectivity and its evolution between 1990 and 2012

How air transport connects the world – A new metric of air connectivity and its evolution between 1990 and 2012

Impacto da crise econômica brasileira no transporte aéreo no país: Uma análise da influência do PIB e da inflação

Uneven patterns in airport seat capacity distribution: a review

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