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This study develops a Connectivity Utility Model that can be used to assess the connectivity of an airport, a train station, a city or a region in multi-modal transport networks involving multiple quality dimensions of transport s...
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This study develops a Connectivity Utility Model that can be used to assess the connectivity of an airport, a train station, a city or a region in multi-modal transport networks involving multiple quality dimensions of transport services. This new connectivity measure considers both direct connections, and single- and multi-modal indirect connections. A novel feature of our model is the use of various radiation functions that not only help aggregate the overall connectivity of different transport modes' terminals in a city, but also capture their contribution to neighbouring cities' connectivity. This makes it possible to assess a region's or a country's overall transport connectivity. The methodology of this model is illustrated using the 2016 Chinese air and rail schedule data. The high concentration in transport services at large cities suggests that there exists a certain degree of inertia in the overall geography of China's transport infrastructure.
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This paper assesses air connectivity between China and Australia for the period 2005-16 using a Connectivity Utility Model. Our direct connectivity measure shows that as a gateway city, Sydney continues to play a key role in facil...
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This paper assesses air connectivity between China and Australia for the period 2005-16 using a Connectivity Utility Model. Our direct connectivity measure shows that as a gateway city, Sydney continues to play a key role in facilitating the movements of people and goods between China and Australia. Guangzhou has become the city best connected with Australia since 2011 as measured by direct connectivity. When indirect connections are considered, the largest increases in overall connectivity from 2005 to 2016 can be observed among Australia's major capital cities, particularly Sydney, Melbourne and Brisbane. Chinese carriers are the key drivers behind the increases. There have been rises and falls for airports serving as a hub between China and Australia. Guangzhou has forged its strong status as a transfer hub between Australia and China thanks to the quick expansion of China Southern. The gaps between Guangzhou and other transfer hubs measured by hub connectivity have widened since 2010.
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This study evaluates the air cargo connectivity of Suvarnabhumi airport in Thailand by developing an air cargo connectivity model that includes new air cargo operation deficiency factors. Our model is developed and extended from t...
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This study evaluates the air cargo connectivity of Suvarnabhumi airport in Thailand by developing an air cargo connectivity model that includes new air cargo operation deficiency factors. Our model is developed and extended from the NetCargo model and assesses the impact of air cargo operation deficiency of airports/airlines on their air cargo performance. The analysis shows that short-shipped cargo is the result of air cargo operation deficiency-and has a-big-impact-on overall-air cargo connectivity. The finding presents a big difference between the results from both models. This result shows significant differences in airport strategy and planning policy. The finding suggests that our proposed model is practically suitable for the Asian region. We also discuss policy recommendations, such as the improvement of e-AWB, to improve the ability of air cargo transport in Thailand to prepare and cope with future demand.
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摘要 :
An airport and its region have a mutual interaction. Thus, the airport's performance is crucial for its region. Moreover, airport's performance is influenced by air transport network. The measurement of the quality and capacity of...
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An airport and its region have a mutual interaction. Thus, the airport's performance is crucial for its region. Moreover, airport's performance is influenced by air transport network. The measurement of the quality and capacity of the air transport network is multifaceted. The study assesses an airport's network in terms of its type, accessibility, and connectivity. It focusses on 12 Tier-II Indian cities having medium-hub international airports because of their huge growth potential and under-addressed assessment. Furthermore, it is in coherence with the current policies of boosting regional air connectivity. Specific analyses for Tier-II cities' airports is important as a comparison with the bigger metropolises will be skewed. This exploration puts special emphasis on their relationship with the Tier-I cities as the connectivity of Indian airports is majorly complementary than competitive. Measures used for assessment are concentration indices, graph theory-based connectivity and accessibility indices (shortest path length and quickest time length), and partial accessibility indicators (daily accessibility, potential indicator, location indicator, and network efficiency). Modifications and synthesis of partial indicators are also attempted. Annual data sets for the financial year 2017-18 and real-time data from 25-July 31, 2018 are used, and the analysis was carried out from April-August 2018. The study identifies future potential (hubs/ feeders) among the Tier-II cities' airports and proposes to align policies accordingly. The results illustrate the need for more strong hubs in northern India and reveal the potential of Amritsar, Calicut, and Trichy of becoming future regional hubs.
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In this paper, we present an air transport connectivity model for air freight. For the purposes of this paper, connectivity is defined as all possible direct and indirect connections to or from an airport operated by wide-body air...
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In this paper, we present an air transport connectivity model for air freight. For the purposes of this paper, connectivity is defined as all possible direct and indirect connections to or from an airport operated by wide-body aircraft, weighted for the quality of the connection in terms of transhipment and in-flight times. Using this model, we analyse the networks of seven European airports. Europe's largest hub airports carry most air freight thanks to their extensive intercontinental passenger networks, while smaller airports with a strong focus on air freight carry large amounts of cargo on dedicated freighter aircraft. For air freight operations, the catchment area of an airport is much larger than it is for passenger services, as shipments are being trucked to their departure airport throughout all of mainland Europe. Since there are many airports sharing the same catchment area, potential competition for air freight is fierce. We found that well located regions between the four large European airports have access to large air freight networks, whilst regional air freight connectivity in northern and southern parts of Europe is substantially lower. (C) 2016 Elsevier Ltd. All rights reserved.
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To understand as to how scheduled air services link a region to other markets, we develop connectivity and hub centrality metrics. These metrics measure the quality of all scheduled air services in terms of frequency, detours, lay...
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To understand as to how scheduled air services link a region to other markets, we develop connectivity and hub centrality metrics. These metrics measure the quality of all scheduled air services in terms of frequency, detours, layover time and destination quality using a valuation scale being derived from observed passenger behavior. By computing yearly scores for 1990 to 2012, we analyze the geography of and trends in worldwide connectivity and hub centrality. While we observe significant growth of aggregate connectivity, the trends are heterogeneous with regard to the type of connectivity as well as time and location. (C) 2015 Elsevier Ltd. All rights reserved.
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This research utilizes multi-objective programming to build a long haul route selection model in order to find the most efficient and the best flight routes between Taiwan and the US. The results show that three potential routes, ...
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This research utilizes multi-objective programming to build a long haul route selection model in order to find the most efficient and the best flight routes between Taiwan and the US. The results show that three potential routes, Boston, Dallas and Washington, should be added to the airlines' service destinations. In addition, if Chinese passengers are allowed to transfer to the US via Taiwan, then Newark, Atlanta, Chicago and Detroit should be included as additional potential routes for carriers. Therefore, this research encourages airlines to add these specific new routes to increase the air connectivity of Taiwan Taoyuan Airport. (C) 2017 Elsevier Ltd. All rights reserved.
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This article proposes a new, generalized travel cost based method to operationalize network accessibility provided by airports. The approach is novel as it integrates features of network topology with multiple quality aspects of s...
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This article proposes a new, generalized travel cost based method to operationalize network accessibility provided by airports. The approach is novel as it integrates features of network topology with multiple quality aspects of scheduled air transport services into one metric. The method estimates generalized travel costs for the full set of feasible travel paths between an airport and all network destinations. Rooftop modeling accounts for schedule delay and isolates the most cost-efficient travel paths per O-D relation. Respecting the assumed arrival time preference of passengers and adjusting for destination importance, connectivity scores are derived. The method is then applied to explore changes in the global connectivity pattern of Scandinavian airports from 2004 to 2018. The results suggest distinct spatial differences throughout the network, but less pronounced in size than suggested by popularly applied connectivity measures. Findings also highlight the importance of the geographical location as a determinate of an airports connectivity.
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A consensus exists in the literature on the strong link between air connectivity and economic growth and development. The need for connecting people and markets is part of national policies in different territories. The existence ...
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A consensus exists in the literature on the strong link between air connectivity and economic growth and development. The need for connecting people and markets is part of national policies in different territories. The existence of remote areas, that is, those that under strict market criteria would not be transport supplied due to lack of commercial profitability, has led to the development of different public policies aimed to support air connectivity in regions where commercial airline operations are not viable. This paper provides a mapping of existing policies applied worldwide to provide air connectivity to remote areas, and critically reviews policies promoting air connectivity, including: 1) route-based policies; 2) passenger-based policies; 3) airline-based policies; and 4) airport-based policies. This effort is the first to compile and critically analyze all the existing alternatives to provide air connectivity in remote areas and to report on experiences worldwide. Moreover, we develop a novel taxonomy of existing public policies when it comes to providing air connectivity to remote areas. After reviewing different policy options and instruments applied globally, the paper ends with a policy discussion.
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Air access can be crucial for regional economic development, especially when global industries are involved. However, air traffic generates negative impacts, such as noise and air pollution that can lead to politically motivated c...
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Air access can be crucial for regional economic development, especially when global industries are involved. However, air traffic generates negative impacts, such as noise and air pollution that can lead to politically motivated calls to reduce air traffic. This paper investigates customer issues and potential responses of frequent flyers to non-market-driven limitations on air transport. Based on a survey conducted at Zurich International Airport we show that frequent air travelers tend to be more senior and to work in industries that involve travel outside of the worker's country of origin. Consequently, they are more critical of potential restrictions on air travel.
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