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عنوان فارسی مقاله:
مدل برای تجزیه و تحلیل سودآوری توسعه شبکه در مسافت های طولانی شامل فرودگاههای غیر توپی: مورد بازار بارسلونا-آسیایی
عنوان انگلیسی مقاله:
A model to analyse the profitability of long-haul network development involving non-hub airports: The case of the Barcelona–Asian market
سال انتشار : 2016
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مقدمه انگلیسی مقاله:
1. Introduction
The evolution of aircraft technology (Snow, 2011; Leinbach and Bowen, 2004) is constantly changing the geography of air transportation (Bowen, 2010). Every new airliner has provided improved density economics (i.e., lower operating costs per seatkilometre) compared to previous aircraft generations; some reducing unit costs through an increased size, others by increasing overall efficiency. In this regard, the increasing efficiency of widebody twinjets, together with increasing air transport deregulation, hub congestion, and economic growth of non-hub regions, has fostered the introduction of hub-bypassing strategies by airlines (Maertens, 2010; Bel and Fageda, 2010). By means of this strategy, airlines, instead of concentrating the intercontinental traffic between their home hub and the hub of their alliance partner on the other continents (‘‘dog-bone’’ networks), directly serve secondary airports in other continents from their main home hub. This practice has been used for a long time in two specific markets, namely the North-Atlantic and the Middle East markets (O’Connell, 2011a,b; Suau-Sanchez and Burghouwt, 2011; Maertens, 2010). Our analysis is focused on the newest airliner available: the Boeing 787. It entered into scheduled commercial service on November 1st, 2011, All Nippon Airways (ANA) being the launch customer on domestic services substituting its B767. The B787 was designed to replace the B757, the B767, the first B777 generation, the A300s and the A310s. More importantly, this aircraft was also devised to provide a similar flying range as the jumbo B747, but with a 200–250 seating configuration, half the capacity. This could serve as a route-enabler later giving way to larger aircraft as demand builds up (Mecham, 2003). Compared to the Airbus A330, the B787 provides a 20% fuel consumption advantage both per trip and per seat. Moreover, Boeing (2013) claims that in addition to reduced maintenance costs, the B787 can achieve a 15% operating cost advantage over the A330 in missions up to 5500 km and up to 18% reduction in sectors above 11,000 km. With a greater range, a smaller cabin and a better efficiency overall, the B787 is an aircraft that was designed for point-to-point intercontinental traffic, and answers to the international traveller’s needs (i.e., more frequent and direct nonstop services). In fact, for its marketing purposes, Boeing has identified 450 potential and unserved city pairs that could be operated efficiently with the B787 (Turner, 2010). In this vein, Mason (2007) is of the opinion that airlines choosing the B787 might eventually adopt a hub-bypassing strategy aimed at capturing higher yielding passengers. Against this background, this paper attempts to provide three contributions. Firstly, we aim to add to the debate on the availability of intercontinental services from secondary European airports by evaluating if new aircraft technology can be a gamechanger for European secondary airports. Previous literature (Maertens, 2010) analyses several internal and external determinants influencing the choice of secondary European airports by airlines, but does not take into account any control variable on the aircraft type. Secondly, we develop an Integrated Model for Forecasting New Routes (IMFNR) to determine the profitability of new air services. The model has been developed to fulfil the requirements of the air transport industry in terms of ease of applicability and transferability, but it is grounded in academic knowledge. Finally, the third goal is to add to the analysis and understanding of the particular case of Barcelona Airport, which could be considered the largest non-hub airport in Europe. In 2012, Barcelona Airport ranked as the 8th European airport in terms of traffic and the 1st in terms of traffic generation in Europe (SuauSanchez et al., 2015). Although this is a successful airport in terms of traffic numbers, according to OAG data, it has the lowest share of intercontinental seat capacity (6.6%) among other similar-size airports: Munich (15.6%), Rome-Fiumicino (18.5%), London-Gatwick (17.8%) and Paris-Orly (27.5%). This could be explained by past events. In 2004 Iberia dismantled its secondary hub in Barcelona and withdrew 5.6 million seats from the airport, 785,000 of them to intercontinental destinations, representing 69% of its intercontinental seat capacity (Suau-Sanchez and Burghouwt, 2011, 2012). Later on in 2012 Spanair, which was aiming to build a hub operation in Barcelona, went bankrupt. Malighetti et al. (2008) conclude that in terms of connectivity Barcelona is the 4th best European airport connected to European destinations, but falls to the 11th position for worldwide destinations.
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کلمات کلیدی:
Estimating potential long-haul air passenger traffic in national ... www.ub.edu/graap/Estimating%20potential%20long-haul.pdf by A Sismanidou - 2013 - Cited by 10 - Related articles or the development of their hub-and-spoke networks. © 2012 Elsevier Ltd. All ... centrating traffic in hub airports, network airlines may increase the number of ... (or multiple-) hub strategy involves calculating the potential traffic demand for the ..... long-haul flights from the main hub but not from the secondary hub, n the index ... [PDF]A model to analyse the profitability of long-haul network development ... iranarze.ir/wp-content/uploads/2016/11/E2855.pdf A model to analyse the profitability of long-haul network development .... development involving non-hub airports: The case of the Barcelona–Asian market. Reinterpreting EU Air Transport Deregulation: A Disaggregated ... onlinelibrary.wiley.com/doi/10.1111/tesg.12133/full Jan 15, 2015 - However, our results do not support the general view that network carriers tend to ... communication (Hall 2009), and over long distances complex and ... of economies of density by concentrating traffic at their hub airports, some .... in intra-EU seat capacity between 1990 and 2003 due to the growth of ... Pere Suau-Sanchez - Google Scholar Citations scholar.google.com/citations?user=yf4OsZYAAAAJ&hl=sv Centre for Air Transport Management, Cranfield University - cranfield.ac.uk The geography of the Spanish airport system: spatial concentration and ... the profitability of long-haul network development involving non-hub airports: The ... A model to analyse the profitability of long-haul network development ... https://trid.trb.org/view.aspx?id=1412182 by M Tembleque-Vilalta - 2016 - Cited by 5 - Related articles Jun 20, 2016 - A model to analyse the profitability of long-haul network development involving non-hub airports: The case of the Barcelona–Asian market ... [PDF]Download as Adobe PDF - Edinburgh Research Explorer - University ... www.research.ed.ac.uk/portal/files/19277580/JTRG.pdf worldwide passenger itineraries served by the European airport network .... there is limited traffic from UK regional airports to long-haul destinations, this ...... development involving non-hub airports: The case of the Barcelona-Asian market. [PDF]COMPETITION FOR CONNECTING TRAFFIC BETWEEN HUB ... abstracts.aetransport.org/paper/download/id/304 In Europe, hub and spoke networks have existed for many years as a ... This paper considers the extent to which hub airports in Europe compete for .... In terms of traffic connecting between long-haul and European flights the result ..... connections at Heathrow generate 4x as many transfer passengers as those involving any. Publications | Pere Suau-Sanchez https://peresuau.com/publications/ Tembleque-Vilalta, M., Suau-Sanchez, P. (2016): “A model to analyse the profitability of long-haul network development involving non-hub airports: The case of ...
