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1
Hogendorn, Christiaan. "Niche Networks for New Entrants." Transportation Research Record: Journal of the Transportation Research Board 1567, no. 1 (1997): 17–25. http://dx.doi.org/10.3141/1567-03.
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How new entrant carriers may use returns to airline networks in competition is discussed. In addition to overall returns to scope and density, there are more localized returns that are based on network shape. A network shape index, which is a measure of airline network concentration based on the Herfindahl-Hirschman index, is described. Airlines have chosen many different shapes as measured by the network shape index, and new entrants tend to be shaped differently from major airlines. A model of new entrant profitability relative to the major airlines is developed. New entrants whose network shape indices are substantially different from the major airlines have niche networks, and the model indicates that niche networks are associated with higher profitability.
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Lu, Jin-Long, and Pei-Ya Siao. "Determining the antecedents and consequences of the airline brand personality." Journal of Airline and Airport Management 9, no. 1 (2019): 1. http://dx.doi.org/10.3926/jairm.121.
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Purpose: This study investigates air passengers’ perceptions of the brand personalities of airlines and explores the relationships between the brand personality and its antecedent factor, the country-of-origin of the airlines, and the consequent factor which is the purchase intentions to the corresponding airlines.Design/methodology/approach: The study uses a questionnaire survey containing air passengers’ trip characteristics and demographics and three main scales: country-of-origin, brand personality, and purchase intentions to collect the data of 490 respondents flying from Kaohsiung to Macao. The passengers are from three types of airlines: an international airline with a global network, a regional airline, and a low-cost carrier. The analysis of variance (ANOVA) was conducted to investigate the differences in the perceptions of brand personalities of airlines and several models were developed to determine the antecedent and the consequent factors of airline brand personality.Findings: The air passengers’ perceptions regarding the brand personalities of different types of airlines were significantly different. The country-of-origin of airlines was proved as a significant factor for the brand personality. The brand personality also significantly influenced passengers’ loyalty to the corresponding airlines. Moreover, some demographic and trip characteristics such as personal monthly income, memberships in the airline’s frequent flyer program, and experiences with the airlines were also determined as the significant variables to impact passengers’ loyalties.Originality/value: The concept of brand personality has been explored by various researches but few related to airline management and identified as a key element to brand marketing. Particularly, low-cost carriers always implement different marketing strategies to create a distinctive position in their target customers’ mind and legacy airlines are also doing different things to retain their customers. Therefore, investigating passengers’ perceptions of airlines from the perspective of brand personality is also an important issue for airline management. Not only does this study prove the differences in passengers’ cognitions of brand personalities of a global network airline, a regional network airline, and a low-cost airline but conclude the determinants and influences of the brand personality.
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Xu, Shun Zhi, Jin Fu Zhu, and Jing Du. "The Influence of Airline Network Passenger Flow, Fares on Airline Network Profit." Applied Mechanics and Materials 496-500 (January 2014): 2963–66. http://dx.doi.org/10.4028/www.scientific.net/amm.496-500.2963.
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To airlines, the network profit is the fundamental and the only goal pursuit. When airlines operates the airline network, it is the most direct means to ensure passenger flow on every route, in addition to use large models, increase the frequency, developing competitive airline fares will also attract more passengers. As for the hub and spoke network, there are direct flights and the transit flights, each side of the flow varies with the fares and the number of network nodes, in order to highlight the scale economic benefit of hub and spoke network, research on the influence of network edge flow, fares on route network the profit is very important.
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Wu, Weiwei, Haoyu Zhang, Shengrun Zhang, and Frank Witlox. "Community Detection in Airline Networks: An Empirical Analysis of American vs. Southwest Airlines." Journal of Advanced Transportation 2019 (December 31, 2019): 1–11. http://dx.doi.org/10.1155/2019/3032015.
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In this paper, we develop a route-traffic-based method for detecting community structures in airline networks. Our model is both an application and an extension of the Clauset-Newman-Moore (CNM) modularity maximization algorithm, in that we apply the CNM algorithm to large airline networks, and take both route distance and passenger volumes into account. Therefore, the relationships between airports are defined not only based on the topological structure of the network but also by a traffic-driven indicator. To illustrate our model, two case studies are presented: American Airlines and Southwest Airlines. Results show that the model is effective in exploring the characteristics of the network connections, including the detection of the most influential nodes and communities on the formation of different network structures. This information is important from an airline operation pattern perspective to identify the vulnerability of networks.
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Chan, Chun-Hsiang, Tzu-How Chu, Jiun-Huei Proty Wu, and Tzai-Hung Wen. "Spatially Characterizing Major Airline Alliances: A Network Analysis." ISPRS International Journal of Geo-Information 10, no. 1 (2021): 37. http://dx.doi.org/10.3390/ijgi10010037.
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An airline alliance is a group of member airlines that seek to achieve the same goals through routes and airports. Hence, airports’ connectivity plays an essential role in understanding the linkage between different markets, especially the impact of neighboring airports on focal airports. An airline alliance airport network (AAAN) comprises airports as nodes and routes as edges. It could reflect a clear collaborative proportion within AAAN and competitive routes between AAANs. Recent studies adopted an airport- or route-centric perspective to evaluate the relationship between airline alliances and their member airlines; meanwhile, they mentioned that an airport community could provide valuable air transportation information because it considers the entire network structure, including the impacts of the direct and indirect routes. The objectives are to identify spatial patterns of market region in an airline alliance and characterize the differences among airline alliances (Oneworld, Star Alliance, and SkyTeam), including regions of collaboration, competition, and dominance. Our results show that Star Alliance has the highest collaboration and international market dominance among three airline alliances. The most competitive regions are Asia-Pacific, West Asia, Europe, and North and Central America. The network approach we proposed identifies market characteristics, highlights the region of market advantages in the airline alliance, and also provides more insights for airline and airline alliances to extend their market share or service areas.
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Doyme, Khan, Lynnette Dray, Aidan O’Sullivan, and Andreas Schäfer. "Simulating Airline Behavior: Application for the Australian Domestic Market." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 2 (2019): 104–12. http://dx.doi.org/10.1177/0361198119826533.
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This paper demonstrates the ability of a model, which simulates competition between airlines in a domestic aviation market, to accurately reproduce real-world behavior. The Australian market was chosen as a test case as it is a geographically isolated region with significant demand and complexity, including one of the busiest routes in the world, where connecting international passengers do not significantly skew the market. The model is based on an n-player noncooperative game, in which each airline represents a player within the game. The primary assumption is that each airline attempts to maximize profits by adjusting the decision variables of airfares, flight frequency, and choice of aircraft on routes within its network. The approach works iteratively, allowing each airline to respond to the decisions made by other airlines during each successive optimization. The model is said to reach convergence when there is no significant change in any airline’s profit from one iteration to the next. Once this occurs, the predictions of each airline’s decision variables can be compared with real data. The model gives highly detailed predictions of airline specific airfares, flight frequencies on segments, passenger flows, and airline market share, which strongly correlate with observed values.
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Wu, Weiwei, Haoyu Zhang, Siqi Lin, and Frank Witlox. "Evolution of Air Transport Networks under Different Airline Business Models: The Case of Three Chinese Airlines." E3S Web of Conferences 235 (2021): 03051. http://dx.doi.org/10.1051/e3sconf/202123503051.
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This study was conducted to compare the evolution process of air transport networks (ATNs) under different airline business models, and empirically analyzed the causes of evolution differences combining with airline market behaviors. Three representative Chinese airlines (China Southern Airlines, Spring Airlines, and Lucky Air) that belong to three business models (full-service, low-cost, and regional) were examined. Based on mathematical statistics and complex network theory, from spatial pattern, topological feature and central city, the result showed that the airlines have their own unique evolution characteristics of ATNs driven by different business models. China southern airlines as state-owned full-service network carrier, its ATN is easily affected by national policy. Spring Airlines has more flexible and diverse choice in choosing target markets and the ATN had a transformation from a mono-centric divergence network to a two-centric regional one. Lucky Air as a regional feeder carrier, whether navigable airports or navigable routes increasingly concentrated within the southwest of China. This information is important for government to improve the national ATN by developing targeted airlines.
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Jin, Ying, Ye Wei, Chunliang Xiu, Wei Song, and Kaixian Yang. "Study on Structural Characteristics of China’s Passenger Airline Network Based on Network Motifs Analysis." Sustainability 11, no. 9 (2019): 2484. http://dx.doi.org/10.3390/su11092484.
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The air passenger transport network system is an important agent of social and economic connections between cities. Studying on the airline network structure and providing optimization strategies can improve the airline industry sustainability evolution. As basic building blocks of broad networks, the concept of network motifs is cited in this paper to apply to the structural characteristic analysis of the passenger airline network. The ENUMERATE SUBGRAPHS (G, k) algorithm is used to identify the motifs and anti-motifs of the passenger airline network in China. A total of 37 airline companies are subjected to motif identification and exploring the structural and functional characteristics of the airline networks corresponding to different motifs. These 37 airline companies are classified according to the motif concentration curves into three development stages, which include mono-centric divergence companies at the low-level development stage, transitional companies at the intermediate development stage, and multi-centric and hierarchical companies at the advanced development stage. Finally, we found that adjusting the number of proper network motifs is useful to optimize the overall structure of airline networks, which is profitable for air transport sustainable development.
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Low, Joyce, and Kum Khiong Yang. "Understanding the operating landscape of the global airline industry: A DEA integrated alternating conditional expectation approach." Journal of Airline and Airport Management 9, no. 2 (2019): 27. http://dx.doi.org/10.3926/jairm.126.
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Purpose: This study investigates the relationships between service efficiency in 5 major cost centres (namely, business orientation, network coverage, physical resources, maintenance, repair and overhaul (MRO), and human resources) and profitability in the global airline industry.Design/methodology/approach: The study integrates the Slack-based Model (SBM) of Data Envelopment Analysis (DEA) with the Alternating Conditional Expectation (ACE) regression to understand the relationships between an airline’s profitability and its efficiencies in 5 identified operations areas.Findings: Based on the observational data obtained from 75 international airlines, the relationships between operational performances and profitability are found to be curvilinear and contingent on an airline’s operating model.Research limitations/implications: The omission of non-IATA airlines and many low cost carriers may hinder a holistic view of the airline industry.Practical implications: Management can influence the profitability of an airline through its strategic operations decisions that affect an airline’s cost, service quality, and financial structure after the influences of location and size have set the stage. Airlines pursuing cost leadership should seek to increase productivity especially in MRO, human resources and physical resources; whereas airlines pursuing service differentiation may choose to provide quality service at lower efficiencies or pursue an approach to improve quality and efficiencies simultaneously.Originality/value: Identifying operations practices that are consistent with a firm’s competitive priorities is important in the multifaceted service environment today. An integrated SBM-ACE regression model, which permits different input-output mix, variable return to scale and non-linear relationship, is proposed and applied to analyze the profit impact of service efficiencies in the five key operations areas.
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Mhlanga, Oswald, Jacobus Steyn, and John Spencer. "The airline industry in South Africa: drivers of operational efficiency and impacts." Tourism Review 73, no. 3 (2018): 389–400. http://dx.doi.org/10.1108/tr-07-2017-0111.
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Purpose The airline industry is structurally challenged by its very nature, because of high overhead and capital costs. This is further exacerbated by macro-predictability and micro-uncertainty, thereby making it difficult for airlines in South Africa to attain operational efficiency. The purpose of this study is to identify drivers of operational efficiency and their impacts on airline performances in South Africa. Design/methodology/approach An extensive data collection using primary and secondary sources enabled the researchers to gather data on all the airlines operating in South Africa, for the period of 2012-2016, on a variety of parameters. A two-stage empirical analysis was carried out, which involved estimation of operational efficiencies during the first stage by using data envelopment analysis (DEA) and determination of performance drivers during the second stage by using a two-way random-effects generalised least squares regression and also a Tobit model. Findings From the study, it is clear that two structural drivers, namely, “aircraft size” and “seat load factor”, and two executional drivers, namely, “low cost business model” and “revenue hours per aircraft”, significantly impacted (p < 0.05) positively on airline efficiencies in South Africa. To improve efficiency, management should first concentrate on the drivers that can be changed in the short-term (executional drivers) and later focus on the drivers that require long-term planning (structural drivers). However, among the structural drivers, only “aircraft families” had a negative impact on airline efficiencies, whilst among executional drivers, only “block hours” negatively impacted on airline efficiencies. Research limitations/implications Despite the importance of this study, it is not free of limitations. Firstly, because of the small size of the industry, fewer airlines and lack of detailed data, the study could not consider other important factors such as optimal routing and network structure. Secondly, although non-aeronautical revenues have become increasingly important in airline management, they were not included in this study. Further studies may investigate the impact of these factors on airline efficiency. Practical implications The results have potential policy implications. Firstly, as the domestic airline market in South Africa is too small to operate with a smaller aircraft efficiently, airlines that intend to make use of smaller aircraft should first identify niche markets where they can have a route monopoly, such as SA Airlink. Secondly, as block time negatively affected airline efficiency, airlines can undertake schedule adjustments to reduce block time and thus improve technical efficiency. Originality/value This paper is a first attempt to identify drivers of operational efficiency in the airline industry in South Africa. The results indicate that DEA is a useful tool to identify factors impacting airline efficiency and could improve airline performances in South Africa.
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Oum, Tae Hoon, Anming Zhang, and Yimin Zhang. "Airline Network Rivalry." Canadian Journal of Economics 28, no. 4a (1995): 836. http://dx.doi.org/10.2307/135934.
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Lederer, Phillip J., and Ramakrishnan S. Nambimadom. "Airline Network Design." Operations Research 46, no. 6 (1998): 785–804. http://dx.doi.org/10.1287/opre.46.6.785.
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Kraak, Menno-Jan, and Paulo Raposo. "Design strategies for airline route maps, learning from the past." Abstracts of the ICA 2 (October 9, 2020): 1–2. http://dx.doi.org/10.5194/ica-abs-2-47-2020.
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Abstract. Airline route maps show the flights an airline operates between destination airports. Maps like these tend to become cluttered quickly. The clutter depends on the amount of flights to display; the routes of flight paths, the balance between shorter (e.g., domestic) and longer (e.g., intercontinental) flights, and the geographic locations of route endpoints each influence the amount of clutter.Flights are typically shown as semantically uniform, despite having varied characteristics such as departure or arrival times, frequencies, or passenger volumes, among others. Most maps only indicate the existence of a connection since the main purpose is to impress the customers with the connectivity of the airline in question (i.e., the order or size of the network graph, corresponding to the number of locations served and the number of flight connections, respectively).What are good strategies to design an airline route map? To answer this question, we looked at hundreds of airlines map from the past. From these maps we identified seven distinct strategies. Some rely on geometric transformations (i.e., typically warping or scaling, or the use of abstract space), while others use significant artistic freedom in symbol selection and design.1. Projection Selection. A common strategy is to select a map projection that spreads or “unravels” the network. Figure A shows the JAL network in a polar azimuthal projection, in which regions farther away from the north pole are increasingly spread out, opening up map surface space for nodes, edges, and labels. Uncommon projection choices can help deal with networks containing routes that cross polar regions, or that have dense sets of connections in a region whose area the projection expands.2. Topographic Manipulation. Segments of the map such as whole continents can be brought closer together, selectively scaled, or displaced to emptier areas of the map, to open up map surface space in a manner that is convenient for the network being drawn. In Figure B, Egypt has been conveniently moved into the Atlantic Ocean to allow for a more spread-out network of routes to locations in Europe. This strategy is frequently used when there are relatively spatially-distinct but densely-packed clusters of endpoints in the network (e.g., multiple European and multiple North American destinations, but little elsewhere), or when moving one or a few topologically-central endpoints away from mass of its connecting nodes conveniently fans-out the network edges, such as in the provided Egyptian case.3. Insets and Blow-Ups. The use of a main map for global connections and insets for smaller, busy areas or domestic networks is another frequently executed strategy. Figure C displays Pan Am’s global network with insets for Europe and the eastern US. This strategy is particularly useful for networks that are “multiscale”, in that their routes tend to cluster across short-haul, local tiers and long-haul, distant tiers.4. Schematization. Schematic maps, where space is selectively distorted to produce relatively rectilinear or angular shapes, and exemplified by many public transport maps, are used as well. Usually, both the networks and the basemaps are schematized. Geographic distortions are varied, but generally ubiquitous. An example is found in Figure D, showing Air Canada’s network. Schematization applies broadly, since geometric distortions can be selected at the designer’s convenience, given the network in question.5. Leaving Out Basemaps. Some airline route maps only show connections between destinations, leaving out any contextualizing basemap. The layout of network endpoints is not always consistent; they are sometimes planimetrically precise according to some map projection, and sometimes systematically or arbitrarily distributed across the map surface. The New York Air map in figure E is an example. Leaving out basemaps creates more whitespace on the map, which is either useful for drawing network information more densely, or left bare as an aesthetic choice.6. Abstract Diagrams. Finally, one can find non-map solutions, using diagrammatic techniques to visualize the network, even though these are frequently similar or evocative of maps. The characteristics of the geography in question, such as scale or directions, tend to be lost. Figure F show the connectivity of Turkish Airlines as a radial diagram; the globe in the center is decorative and suggestive only. For reasons similar to schematization, this strategy applies broadly, though it is interesting to note that it is relatively uncommon, perhaps because it tends to not produce maps.7. Point Locations Only. A simple and minimalist approach sometimes taken is to plot destinations on a map while leaving out connection lines. As with leaving out basemaps, this creates more whitespace. Figure G shows an example for Air France.The strategy applied appears to depend in part on the order and size of the network (i.e., number of endpoints and connections) and the geographic extent of the network. Smaller, more local airlines have less design challenges compared to global carriers.How can we benefit from the existing design solutions described above to decide on a fitting design for illustrating any given airline’s full network? Can we include and make use of further information from an airline’s timetable in the map to visualize characteristics such as flight frequency, scheduling and duration?
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Vidović, Andrija, Sanja Steiner, and Igor Štimac. "Development Potentials of Low Cost Aviation in the Republic of Croatia." PROMET - Traffic&Transportation 23, no. 6 (2012): 519–27. http://dx.doi.org/10.7307/ptt.v23i6.187.
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The liberalization of the aviation market has enabled low-cost airlines to take over a significant share in the aviation market. Benefits of low-cost models are multiple, both for passengers and for secondary and regional airports, which were neglected in the past and which record significant inflow of passengers with the arrival of low-cost airlines. In the structure of the air traffic in the Republic of Croatia in the last ten years, there has been a progressive growth of foreign low-cost airline operations, which suggests a potential for the operation of a Croatian low-cost airline. This paper defines the criteria applicable to modelling of a low-cost airline in the Republic of Croatia in the relevant context of fleet management, route networking and operator’s processes in traffic technology. It analyzes the dynamics of low-cost airlines operations in the structure of air traffic in Croatia and the impact of traffic on the status of airports and the national operator. KEY WORDS: low-cost airline, traditional airline, airport, route network, fleet management
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Robertson, Christopher T. "Vaccines and Airline Travel." American Journal of Law & Medicine 42, no. 2-3 (2016): 543–71. http://dx.doi.org/10.1177/0098858816658279.
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This Article explores two ways in which airline travel is an important vector for the spread of infectious disease, and argues that airlines have market-based and liability-based reasons to require that passengers be vaccinated. Going further, the Article explores whether the federal government has the legal and constitutional authority—especially under the Commerce Clause—to encourage or mandate that airlines implement such a vaccine screen. By disrupting the spread of disease at key network nodes where individuals interact and then connect with other geographic regions, and by creating another incentive for adult vaccination, an airline vaccine screen could be an effective and legally viable tool for the protection of public health.
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Zhang, Xu, Ming Zhao, Shi Min Kuang, and Qing Du. "Research on Airline Company Fuel-Saving Model Based on Petri Network." Advanced Materials Research 616-618 (December 2012): 1107–10. http://dx.doi.org/10.4028/www.scientific.net/amr.616-618.1107.
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It has become the primary task of the airlines to pay attention to fuel-efficient, deepening the fuel-efficient process, work to strengthen oil saving management, and construct fuel-efficient system to reduce cost pressure and improve the market competitiveness. This paper, aiming at solving the problems existing in airlines fuel saving and cost control management, analyzes airlines internal main business process. By using Petri nets theory and the top-down method in modeling aviation company fuel-efficient engineering system, this paper, based on Petri nets, builds airlines fuel-efficient models and airline management process with its aim at fuel saving, which provides a visual and effective modeling methods and countermeasures for airlines fuel reduction work.
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Shadiyar, Aralbayeva, Hyun-Jeong Ban, and Hak-Seon Kim. "Extracting Key Drivers of Air Passenger’s Experience and Satisfaction through Online Review Analysis." Sustainability 12, no. 21 (2020): 9188. http://dx.doi.org/10.3390/su12219188.
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This study compared the competitiveness of the Commonwealth Independent State Airlines (Azerbaijan Airlines, Air Astana, Aeroflot) with Korean airlines (Asiana Airlines, Korean Air) using customer online reviews through big data analytics. The purpose of this study was to get the understanding of airline issues, especially the relationship between airline traveler experience and satisfaction. This study also shows which group has a better service and is more developed and provides significant and social network-oriented suggestions for another group of airlines. Data were collected from Skytrax and the collected reviews were written from January 2011 to March 2019. The size of the dataset was 1693 reviews, and a total of 199,469 words were extracted. As part of the qualitative analysis method, semantic network analysis through text mining was performed, and linear regression analysis was conducted using SPSS as part of the quantitative analysis method. This study shows which group of airlines has a better service and provides significant and social network-oriented suggestions for another group of airlines. The common concerns, as well as special features for different airlines, can also be extracted from online review data.
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Xu, Shun Zhi, Jin Fu Zhu, Yan Hua Wang, and Jing Du. "The Study of the Relationship among Airline Network Profit, the Total Numbers of Node and Airline Passenger Flow." Applied Mechanics and Materials 496-500 (January 2014): 2895–98. http://dx.doi.org/10.4028/www.scientific.net/amm.496-500.2895.
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The fundamental purpose of airline to operate airline network is profit. The airline network profit is composed of the total revenue and total cost, in order to reflect the change characteristics of airline network profit, this article conducts the simulation research from two dimensions such as the airline network nodes and airline network edge flow, the purpose of which is to obtain correlation. The experimental results show that, the airline network nodes and the airline network edge flow have mutual influence and the interaction, we should put their effects together to study the airline network profit.
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MRÁZOVÁ, Mária, and Antonín KAZDA. "The direction of airlines business models – up or down? (Post Covid-19 crisis – case study)." INCAS BULLETIN 13, no. 1 (2021): 263–74. http://dx.doi.org/10.13111/2066-8201.2021.13.1.27.
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This paper deals with airlines business models, mostly full service network carriers (FSNC) and low-cost carriers (LCC) and their position on the airline market. Covid-19 crisis causes many negative impacts on all airline industry. Hybridisation process in aviation industry is described many times in the past; now it has a stronger impact on airline business model development and it is oriented on different aspects than before. The paper emphasises the fact that low-cost carrier’s business model is much closer to the features of the FSNC carriers from the price point of view and vice versa. Furthermore, the authors introduce some other diversifications of airlines business models and the paper offers the new stimulus to move forward in this tough time for airlines business, paradoxically, thanks to Covid-19. Finally, yet importantly, the authors emphasise the important role of the state in the further direction of the airlines during and after the Covid-19 crisis
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Wu, Weiwei, Haoyu Zhang, Tao Feng, and Frank Witlox. "A Network Modelling Approach to Flight Delay Propagation: Some Empirical Evidence from China." Sustainability 11, no. 16 (2019): 4408. http://dx.doi.org/10.3390/su11164408.
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This paper examines flight delay propagation in air transport networks. Delays add to additional costs, inefficiencies, and unsustainable development. An integrated flight-based susceptible-infected-susceptible (FSIS) model was developed to analyse the flight delay process from a network-based perspective. The probability of flight delay propagation was determined using a translog model. The model was applied to an airline network consisting of thirty-three routes involving three airlines. The results show that the propagation probability is network-related and varies across different routes. The variation is related to the flight frequencies at airports, route distances, scheduled buffer times, and the propagated delay time. Whereas buffer time has a greater impact on smaller airports, flight movement has a greater impact on larger airports. Having a better understanding of how delays happen can help the development of strategies to avoid them. This will lead to less costs, higher efficiencies, and more sustainable airport and airline development.
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Rublev, V. V. "ANALYSIS OF ECONOMIC ACTIVITY OF REGIONAL AIRPORTS OF FRANCE AND REGIONAL AIRPORTS OF THE CENTRAL FEDERAL DISTRICT: DEVELOPMENT OF LOW-COST AIRLINES DESTINATIONS AS A KEY FACTOR IN THE PASSENGER TRAFFIC GROWTH." Vestnik of Samara State University of Economics 1, no. 195 (2021): 75–87. http://dx.doi.org/10.46554/1993-0453-2021-1-195-75-87.
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The article presents an analysis of the activities of regional airports in France in 2019. The growth of passenger traffic was observed in those airports that actively developed cooperation with budget airlines, increasing the number of destinations in the route network. Regional airports in France, whose route network structure did not expand in 2019, showed a slight decrease in passenger traffic (from –0.1% to –3%). The first and only experimental regional airport in France (city of Beziers), handling flights of only one budget airline, Ryanair, showed an increase in passenger traffic by 14.5% in 2019. The share of routes of budget airlines in the structure of the route network of regional airports in France is quite high. The key problems of regional airports in Russia are the low passenger traffic and the underdeveloped route network. Due to the presence of the only national budget airline "Pobeda" on the market and the minimal impact on the segment of budget air transportation of foreign airlines, the share of budget air transportation destinations in the structure of regional airports of the Russian Federation continues to remain at an extremely low level. 2019 showed a record growth in passenger traffic at regional airports in the Central Federal District (an increase from +2.8% to +262%, with the exception of Tambov Airport, whose passenger traffic fell by 57.4%), which indicates an increase in demand and the need to expand the route network of regional airports. On the example of the Voronezh airport, a model for the development of low-cost airline destinations is presented.
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Forbes, Silke Januszewski, and Mara Lederman. "Adaptation and Vertical Integration in the Airline Industry." American Economic Review 99, no. 5 (2009): 1831–49. http://dx.doi.org/10.1257/aer.99.5.1831.
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We explore patterns of vertical integration in the US airline industry. Major airlines subcontract portions of their network to regional partners, which may or may not be owned. We investigate if ownership economizes on ex post renegotiation costs. We estimate whether airlines are more likely to use owned regionals on city pairs with adverse weather (which makes adaptation decisions more frequent) and on city pairs that are more integrated into the major's network (which raises the costs of having adaptation decisions resolved suboptimally). Our results suggest a robust empirical relationship between adaptation and vertical integration in this setting. (JEL L14, L22, L24, L93)
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Yang, Yong, Kaijun Xu, and Honghui Xiang. "Analysis on Chinese Airline Network Invulnerability." Journal of Systems Science and Information 7, no. 4 (2019): 359–72. http://dx.doi.org/10.21078/jssi-2019-359-14.
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Abstract Air transportation systems are often subject to failures or attacks induced by unexpected abominable weather or temporal airspace occupation, while complex networks have been springing up as a convenient yet efficient tool to represent and analyze various realistic complex systems such as realistic airline system. In terms of Chinese airline network formed during the spring festival timespan, structural empirical research and invulnerability simulation analysis against various deliberate attack strategies were made using complex network theory, where nodes and edges denotes domestic airports and direct flights between them respectively. The analysis results indicate: The presented airline network is a small net-work with scale-free characteristics, and correlation shows remarkable hierarchical structure and obvious assortative characteristics; The network shows obvious invulnerability under deliberate node attack, while shows partly robustness under edge attack even with obvious attack effects against various attack strategies.
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Dennis, Nigel, and David Pitfield. "A Tale of Two Cities: The Impact of Airline Mergers and Consolidation at London and New York." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 23 (2018): 1–7. http://dx.doi.org/10.1177/0361198118758336.
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This paper considers the changes to airline networks, service patterns, and competition that have taken place as a result of recent airline mergers on both sides of the North Atlantic as well as through transatlantic alliances. Capacity, frequency and the competitive position are studied at London and New York with the use of schedule data within different markets in which measures of market concentration are evaluated. International Civil Aviation Organization data is employed to examine load factors on international routes, and UK Civil Aviation Authority data to consider the distribution of traffic between airports in London. It is shown that the effectiveness of the hubs has increased, with enhanced efficiency for surviving airlines, through fewer competitors, an enlarged network and greater control of capacity. Potential concerns are identified however, regarding passenger choice, pricing, and service options that suggest the industry is moving toward an oligopoly. Smaller cities are also seen to be the losers from consolidation with slot divestments favoring increased service in the dense markets, with many regional links being axed altogether. The paper supplements the literature on airline consolidation, with a particular focus on the two biggest markets in the world—London and New York—which demonstrate some similar but also some different issues. Both airline network impacts and choice, and service for local consumers are considered.
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de Oliveira, Renan P., Alessandro V. M. Oliveira, and Gui Lohmann. "A Network-Design Analysis of Airline Business Model Adaptation in the Face of Competition and Consolidation." Transportation Science 55, no. 2 (2021): 532–48. http://dx.doi.org/10.1287/trsc.2020.1025.
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By focusing on the intrinsic relationship between business models and network configurations in the airline industry, this paper develops a two-stage methodology to estimate the strategic drivers of network design of the major carriers in Brazil. The empirical approach decomposes their domestic network-building rationales into the ones adopted by virtual archetypical carriers. We consider the previously conceived low-cost, full-service, and regional carrier archetypes. Our main contribution is the development of a model that allows airlines’ networks to be strategically designed in a time-evolving pattern, reflecting a dynamically chosen blend of these archetypes. Moreover, we also consider the effects that mergers and acquisitions may have had in inducing changes in these blends. Our results suggest that all analyzed airlines have repositioned themselves through their trajectories to adopt a hybrid configuration, aiming at the intersection of at least two archetypical network-design rationales. Besides, the effects of consolidations point to certain diversions of the acquiring airlines’ domestic network-building rationales toward the ones of the acquired carriers, providing evidence that the consolidations may have served as stepping stones for market-repositioning moves.
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Zhou, Tan, Qiang Gao, Xin Chen, and Zongwei Xun. "Flight Delay Prediction Based on Characteristics of Aviation Network." MATEC Web of Conferences 259 (2019): 02006. http://dx.doi.org/10.1051/matecconf/201925902006.
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In recent years, the increasingly serious flight delay affects the development of the civil aviation. It is meaningful to establish an effective model for predicating delay to help airlines take responsive measures. In this study, we collect three years’ operation data of a domestic airline company. To analyse the temporal pattern of the Aviation Network (AN), we obtain a time series of topological statistics through sliding the temporal AN with an hourly time window. In addition, we use K-means clustering algorithm to analyse the busy level of airports, which makes the airport property value more precise. Finally, we add delay property and use CHAID decision tree algorithm to train the data of an airline for nearly 3 years and use the train?ing model to predicate recent half a year delay. The experimental results show that the accuracy of the model is close to 80%.
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Pels, Eric. "Airline network competition: Full-service airlines, low-cost airlines and long-haul markets." Research in Transportation Economics 24, no. 1 (2008): 68–74. http://dx.doi.org/10.1016/j.retrec.2009.01.009.
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Verma, T., N. A. M. Araújo, J. Nagler, J. S. Andrade, and H. J. Herrmann. "Model for the growth of the world airline network." International Journal of Modern Physics C 27, no. 12 (2016): 1650141. http://dx.doi.org/10.1142/s0129183116501412.
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We propose a probabilistic growth model for transport networks which employs a balance between popularity of nodes and the physical distance between nodes. By comparing the degree of each node in the model network and the World Airline Network (WAN), we observe that the difference between the two is minimized for [Formula: see text]. Interestingly, this is the value obtained for the node–node correlation function in the WAN. This suggests that our model explains quite well the growth of airline networks.
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Baxter, Glenn, and Panarat Srisaeng. "The Strategic Deployment of the Airbus A350-900XWB Aircraft in a Full-Service Network Carrier Route Network: The Case of Singapore Airlines." Infrastructures 3, no. 3 (2018): 25. http://dx.doi.org/10.3390/infrastructures3030025.
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In the global airline industry, an airline’s fleet routing affects its profitability, level of service and its competitive position. Using a qualitative research approach, this paper examines Singapore Airlines Airbus A350-900XWB fleet deployment and route network development for the period 2016 to 2018. The qualitative data was examined using document analysis. The study found that Singapore Airlines has deployed the Airbus A350-900XWB aircraft on new air routes from Singapore to Cape Town via Johannesburg, Düsseldorf and Stockholm via Moscow and return. The Airbus A350-900XWB aircraft are also replacing older, less efficient aircraft as part of the company’s fleet modernization strategy. Singapore Airlines is also acquiring the new ultra-long-range variant of the Airbus A350-900XWB for use on its proposed new non-stop services from Singapore to Los Angeles and Newark Liberty Airport in New Jersey, USA. The longest flight stage length is the Singapore to San Francisco route which is 7339 nautical miles (13,594 km) in length. The shortest stage length is between Singapore and Kuala Lumpur (160 nautical miles or 297 km). The new non-stop services from Singapore to Los Angeles and New York City will be the longest non-stop services operated by Singapore Airlines. The flight stage lengths between Singapore and Los Angeles and Singapore and Newark Liberty Airport are 7621 nautical miles (14,114 km) and 8285 nautical miles (15,344 km), respectively. The greatest number of available seat kilometers (ASKs) are generated on Singapore Airlines Airbus A350-900 XWB service from Singapore to San Francisco (3.57 million ASKs). The smallest number of ASKs produced are on the short-haul service from Singapore to Kuala Lumpur (75,141 ASKs).
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Chilembwe, James Malitoni, and Frank Wadilika Gondwe. "Tourism Entrepreneurial Development and Flight Frequency at a Destination: Case Study of Malawi." International Journal of Tourism & Hospitality Reviews 2, no. 1 (2015): 61. http://dx.doi.org/10.18510/ijthr.2015.212.
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This paper assesses the role of flight frequency on tourism entrepreneurial development in Malawi. The air transport industry in other African countries is growing stronger and helps to promote tourism entrepreneurial development. Countries such as South Africa, Ethiopia, and Kenya, have developed strong air transport network which is vital in tourism development. On the other hand, many African countries, Malawi inclusive are struggling to develop such air transport network which directly affects tourism entrepreneurial development. Businesses such as travel agencies, tour operators, ground handlers, and airports are highly depending on airline’s operation to survive. In an attempt to analyze the scenario in the tourism industry between airline’s frequency and tourism entrepreneurial development there was a measure of relationship between the two hence the employment of quantitative approach in addition to in-depth interviews conducted with airline, travel, and tour operations managers to compare the results. The study revealed that airlines have a vital role in tourism entrepreneurial development and that without airlines operating, many businesses would not have existed and should all airlines stop operating in the country, many companies would follow suit. The study also ascertained that high frequency of flights at a destination means more opportunities and revenue for tourism entrepreneurs.
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Liasidou, Sotiroula. "Drafting a realistic tourism policy: the airlines’ strategic influence." Tourism Review 72, no. 1 (2017): 28–44. http://dx.doi.org/10.1108/tr-10-2016-0044.
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Purpose In tourism literature, policy is synonymous with the involvement of the government in terms of planning, developing and organising the destination. In the case of the airline industry, policy is verified by a supranational body, the European Union, which sets outs guidelines for all member states. This paper aims to examine how the tourism policy and planning in Cyprus is formulated in an attempt to understand the strategic response of the airlines in the way they fulfil the aims of the tourism strategy. Design/methodology/approach The primary data are based on the results of 25 semi-structured, in-depth interviews with powerful and elite tourism and airline decision makers in Cyprus. Findings The results of the research suggest that the tourism policy should take into more consideration and develop strategic synergies and have tighter links with airlines companies in terms of planning and policy formation. This will enable the destination and the government to provide more realistic targets in tourism policies especially in islands. The airline network can both increase the number of arrival and diversify the demand all year round and offer more economic opportunities. Originality/value The study addresses two important aspects in terms of tourism development. The first is the policy initiative and the second is the role of the airlines’ for the purpose of tourism. Interrelation between tourism policies and airline developments are rather neglected in the tourism literature. Thus, this study highlights the point that in destination planning especially on islands, the airline decision-makers should participate in the policy making process and set more realistic targets. Additionally, airlines play an important role for destinations reaching numerical targets.
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JunYeop Lee and 현기순. "Airline Network in East Asia." Journal of International Logistics and Trade 12, no. 3 (2014): 21–37. http://dx.doi.org/10.24006/jilt.2014.12.3.002.
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Lee, Jun Yeop, and Kisoon Hyun. "Airline Network in East Asia*." Journal of International Logistics and Trade 12, no. 3 (2014): 21–37. http://dx.doi.org/10.24006/jilt.2014.12.3.21.
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Casanueva, Cristóbal, Ángeles Gallego, Ignacio Castro, and María Sancho. "Airline alliances: Mobilizing network resources." Tourism Management 44 (October 2014): 88–98. http://dx.doi.org/10.1016/j.tourman.2014.02.011.
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Flores-Fillol, Ricardo. "Airline competition and network structure." Transportation Research Part B: Methodological 43, no. 10 (2009): 966–83. http://dx.doi.org/10.1016/j.trb.2009.03.002.
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Brueckner, Jan K. "Network Structure and Airline Scheduling." Journal of Industrial Economics 52, no. 2 (2004): 291–312. http://dx.doi.org/10.1111/j.0022-1821.2004.00227.x.
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Du, Jing, Jin Fu Zhu, Wei Wei Wu, and Shun Zhi Xu. "Research on Brittle Source of Airline Network." Applied Mechanics and Materials 496-500 (January 2014): 2742–45. http://dx.doi.org/10.4028/www.scientific.net/amm.496-500.2742.
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Brittle source is a necessary condition for a system to stimulate brittleness. This paper focuses on analyzing brittle source of airline network system, according to different degrees of impact the closed airport has for the entire airline network to classify the brittle source, in order to distinguish different airports, so as to effectively control the excitation of brittleness of the airline network.
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Greenberg, R., S. C. Cook, and D. Harris. "A civil aviation safety assessment model using a Bayesian belief network (BBN)." Aeronautical Journal 109, no. 1101 (2005): 557–68. http://dx.doi.org/10.1017/s0001924000000907.
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Abstract In this paper we present a Bayesian belief network (BBN) socio-technical model for investigating the accident rate for multi-crew civil airline aircraft. The model emphasises the influence of airline policy and societal behaviour patterns on the pilots within the piloting system. The main claim of this paper is that a BBN can be used to bring most aviation safety-critical elements into a common quantitative safety assessment despite the unique problems posed by the very low probability of accidents. We support this claim by replicating certain phenomena such as the low accident rate, the difference between the ‘more’ and ‘less’ safe airlines and other statistical factors of civil aviation. In particular, the model succeeds in explaining the large gap of six to seven orders of magnitude between in-flight measurements of pilots’ error and accident rate.
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Greenberg, R., S. C. Cook, and D. Harris. "A civil aviation safety assessment model using a bayesian belief network (BBN)." Aeronautical Journal 109, no. 1102 (2005): I—XII. http://dx.doi.org/10.1017/s0001924000000981.
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Abstract In this paper we present a Bayesian belief network (BBN) sociotechnical model for investigating the accident rate for multi-crew civil airline aircraft. The model emphasises the influence of airline policy and societal behaviour patterns on the pilots within the piloting system. The main claim of this paper is that a BBN can be used to bring most aviation safety-critical elements into a common quantitative safety assessment despite the unique problems posed by the very low probability of accidents. We support this claim by replicating certain phenomena such as the low accident rate, the difference between the ‘more’ and ‘less’ safe airlines and other statistical factors of civil aviation. In particular, the model succeeds in explaining the large gap of six to seven orders of magnitude between in-flight measurements of pilots’ error and accident rate.
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Li, Max Z., Karthik Gopalakrishnan, Kristyn Pantoja, and Hamsa Balakrishnan. "Graph Signal Processing Techniques for Analyzing Aviation Disruptions." Transportation Science 55, no. 3 (2021): 553–73. http://dx.doi.org/10.1287/trsc.2020.1026.
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Understanding the characteristics of air-traffic delays and disruptions is critical for developing ways to mitigate their significant economic and environmental impacts. Conventional delay-performance metrics reflect only the magnitude of incurred flight delays at airports; in this work, we show that it is also important to characterize the spatial distribution of delays across a network of airports. We analyze graph-supported signals, leveraging techniques from spectral theory and graph-signal processing to compute analytical and simulation-driven bounds for identifying outliers in spatial distribution. We then apply these methods to the case of airport-delay networks and demonstrate the applicability of our methods by analyzing U.S. airport delays from 2008 through 2017. We also perform an airline-specific analysis, deriving insights into the delay dynamics of individual airline subnetworks. Through our analysis, we highlight key differences in delay dynamics between different types of disruptions, ranging from nor’easters and hurricanes to airport outages. We also examine delay interactions between airline subnetworks and the system-wide network and compile an inventory of outlier days that could guide future aviation operations and research. In doing so, we demonstrate how our approach can provide operational insights in an air-transportation setting. Our analysis provides a complementary metric to conventional aviation-delay benchmarks and aids airlines, traffic-flow managers, and transportation-system planners in quantifying off-nominal system performance.
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Mhlanga, Oswald. "Drivers of efficiency and their influence on airline performances in South Africa: a bootstrapped meta-frontier approach." International Journal of Culture, Tourism and Hospitality Research 14, no. 1 (2019): 121–35. http://dx.doi.org/10.1108/ijcthr-06-2019-0109.
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Purpose This paper aims to identify drivers of efficiency and their influence on airline performances in South Africa. Unfortunately, the methods currently used to measure airline efficiency fail to address the heterogeneity problem, which blurs inefficiency. Design/methodology/approach To remedy the heterogeneity problem, this paper adopts the meta-frontier framework to identify drivers of efficiency. The interesting feature of the model is that it ensures that heterogeneous airlines are compared based on one homogeneous technology. The model is tested using a panel data sample of nine South African airlines, which operated from 2015 to 2018. Findings The paper demonstrates that structural drivers, namely, “aircraft size”, and “airline ownership” and one executional driver, namely, “the cost structure” significantly influence (p < 0.05) airline efficiency thereby corroborating evidence from some prior studies. Research limitations/implications First, because of the small size of the industry, fewer airlines and a lack of detailed data, the study could not consider other important factors such as optimal routing and network structure. Second, a more rigorous analysis over a period of time would yield better understanding about the growth of the industry in South Africa and recognise the variation in the influence of drivers of efficiency on airline performances over time. Practical implications The results have potential policy implications. First, as the market in South Africa is too small to operate with a smaller aircraft probably, for airlines that operate with smaller aircraft to operate efficiently they should first identify niche markets where they can have a route monopoly. Second, while all state-owned airlines are perfect statehood symbols that define and represent countries, most state carriers in South Africa are highly inefficient. The researcher recommends policymakers to privatise state airlines or seek equity partners. Many nationalised airlines have turned losses to profits in the run-up to privatisation. British Airways, once a large burden on the British taxpayer, is now one of the world’s most efficient airlines. After the privatisation of Air France and Iberia, all two turned from loss-making concerns into profitable airlines. It, therefore, makes no sense for the South African government to expect state carriers to pursue a commercial mandate with such political interference. The very notion of efficiency itself is at risk. Originality/value This paper is a first attempt to identify drivers of operational efficiency using a bootstrapped meta-frontier approach in the airline industry in South Africa. By applying the meta-frontier approach the paper ensures that all heterogeneous airlines are assessed based on their distance from a common and identical frontier.
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Morrell, Peter. "Airlines within airlines: An analysis of US network airline responses to Low Cost Carriers." Journal of Air Transport Management 11, no. 5 (2005): 303–12. http://dx.doi.org/10.1016/j.jairtraman.2005.07.002.
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Li, Jian Fu, and Tie Jun Li. "Research on Fast KCSP Algorithms for Searching Connecting Paths in Airline Networks." Applied Mechanics and Materials 505-506 (January 2014): 1005–13. http://dx.doi.org/10.4028/www.scientific.net/amm.505-506.1005.
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With the rapid development of the civil aviation industry in the world, airline networks become increasingly complex and large, which provide more choices for passengers. To search in airline networks for better connecting paths, it is very time-consuming by existing general K Constrained Shortest Paths (KCSP) algorithms. According to that the acceptable transfer times is generally not more than 3, combined with the structure characteristics of the Yen algorithm, a fast algorithm named as KCSP_Yen is proposed for searching connecting paths in airline networks. At the same time, based on the bounded breadth-first search and A* search, two fast KCSP algorithms are proposed. Finally, the three algorithms are test through experiments on the world airline network.
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Rosenow, Judith, Philipp Michling, Michael Schultz, and Jörn Schönberger. "Evaluation of Strategies to Reduce the Cost Impacts of Flight Delays on Total Network Costs." Aerospace 7, no. 11 (2020): 165. http://dx.doi.org/10.3390/aerospace7110165.
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Competitive price pressure and economic cost pressure constantly force airlines to improve their optimization strategies. Besides predictable operational costs, delay costs are a significant cost driver for airlines. Especially reactionary delay costs can endanger the profitability of such a company. These time-dependent costs depend on the number of sensitive transfer passengers. This cost component is represented by the number of missed flights and the connectivity of onward flights, i.e., the offer of alternative flight connections. The airline has several options to compensate for reactionary delays, for example, by increasing cruising speeds, shortening turnaround times, rebookings and cancellations. The effects of these options on the cost balance of airline total operating costs have been examined in detail, considering a flight-specific number of transfer passengers. The results have been applied to a 24-h rotation schedule of a large German hub airport. We found, that the fast turnaround and increasing cruise speed are the most effective strategies to compensate for passenger-specific delay costs. The results could be used in a multi-criteria trajectory optimization to find a balance between environmentally-driven and cost-index-driven detours and speed adjustments.
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Chanpariyavatevong, Kattreeya, Warit Wipulanusat, Thanapong Champahom, Sajjakaj Jomnonkwao, Dissakoon Chonsalasin, and Vatanavongs Ratanavaraha. "Predicting Airline Customer Loyalty by Integrating Structural Equation Modeling and Bayesian Networks." Sustainability 13, no. 13 (2021): 7046. http://dx.doi.org/10.3390/su13137046.
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The aviation industry has grown rapidly worldwide and is struggling against intense competition. Especially in Thailand, the compound annual growth rate of passengers traveling by air has increased continuously over the past decade. Unfortunately, during the past two years, the ongoing COVID-19 pandemic has caused severe economic crises for nearly all businesses and industries, including the aviation industry and especially for passenger airlines whose number of customers has decreased astoundingly due to travel restriction. To maintain business stability, therefore, airlines must build customer loyalty to survive in times of crisis. This study thus examines critical factors’ impact on airline loyalty by using a Bayesian network (BN) derived from a structural equation modeling (SEM). The study integrates the SEM and BN to refine causal relationships between critical factors, identified as critical pathways. Findings reveal that customer satisfaction and customer trust, followed by perceived value, dramatically influence customer loyalty and so are considered priorities for building airlines’ customer loyalty. This study also recommends practical strategies and policies to improve customer loyalty amid the competitive airline business during and after the COVID-19 era.
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Han, Lie, and Ning Zhang. "Hub-and-Spoke Airline Network Design Method and Application Based on Gravity Model." Applied Mechanics and Materials 178-181 (May 2012): 1941–46. http://dx.doi.org/10.4028/www.scientific.net/amm.178-181.1941.
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Considering that lengthened transit airline route will reduce the quantity of customers in hub-and-spoke airline networks, the saved cost and reduced quantity of customers must be traded off when hub-and-spoke networks are designed. We apply gravity model to indicate the influence of quantity of customers due to different selection of hub airports. This paper presents a new network design method and mathematic optimization model whose object is to maximize total social net welfare. The hub-and-spoke network of Chinese fifteen cities is constructed using this method to demonstrate the effectiveness and practicability of this model.
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Vaze, Vikrant, and Cynthia Barnhart. "Airline Frequency Competition in Airport Congestion Pricing." Transportation Research Record: Journal of the Transportation Research Board 2266, no. 1 (2012): 69–77. http://dx.doi.org/10.3141/2266-08.
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Airport congestion pricing has often been advocated as a way to control demand for airport operations and achieve efficient resource allocation. Competition between airlines affects the extent to which an airline is willing to pay for airport slots. Accurate modeling of competition is critical to determining the effectiveness of a congestion pricing mechanism. This paper develops an equilibrium model of airline frequency competition in the presence of delay costs and congestion prices. A small hypothetical network is used to evaluate the impacts of congestion prices on the various stakeholders and to investigate the dependence of effectiveness of congestion pricing on the characteristics of frequency competition in individual markets. The effectiveness of congestion pricing depends on three parameters of frequency competition. The results show that variation in the number of passengers per flight plays a vital role in determining the degree of attractiveness of congestion pricing to the airlines. A significant part of the impact of congestion pricing cannot be accounted for by using models in the literature, which are based on the assumptions of constant load factors and constant aircraft sizes. It was found that, compared with flat pricing, marginal cost pricing is more effective in reducing congestion without penalizing the airlines with exceedingly high congestion prices.
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Wang, Yu. "PMP-Based Optimization Method for Determining Airline Fleet Composition." Applied Mechanics and Materials 505-506 (January 2014): 645–49. http://dx.doi.org/10.4028/www.scientific.net/amm.505-506.645.
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Traditional methods for determining airline fleet composition could not reflect the impact of network effects on fleet composition. To solve this problem for airlines operating in the mode of Hub & Spoke network, the passenger mix problem was incorporated into the model of determining airline fleet composition. The purchasing number of aircrafts in each fleet type, the frequencies of each aircraft type flying on legs and the spilling number of passengers from each itinerary were treated as decision variables. The limitations including maximum flying frequencies on each leg, available flying time each fleet type can provide and maximum passengers spilled from each flight leg were considered as constraints. A model to minimize the fleet planning cost was constructed. The numerical example shows that the fleet planning cost derived from this proposed model is 46266381.64 Yuan and reduces by 3914969.70 Yuan compared to the result from the traditional leg-based model. In hence, this proposed model is effective and feasible.
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Babic, Danica, and Milica Kalic. "Airline network structure in competitive market." Tehnika 69, no. 6 (2014): 1023–31. http://dx.doi.org/10.5937/tehnika1406023b.
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Barla, Philippe, and Christos Constantatos. "Airline network structure under demand uncertainty." Transportation Research Part E: Logistics and Transportation Review 36, no. 3 (2000): 173–80. http://dx.doi.org/10.1016/s1366-5545(99)00031-9.
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