Domestic Air Passenger Research Articles

Controlling Pandemic Flu: The Value of International Air Travel Restrictions

BackgroundPlanning for a possible influenza pandemic is an extremely high priority, as social and economic effects of an unmitigated pandemic would be devastating. Mathematical models can be used to explore different scenarios and provide insight into potential costs, benefits, and effectiveness of prevention and control strategies under consideration.Methods and FindingsA stochastic, equation-based epidemic model is used to study global transmission of pandemic flu, including the effects of travel restrictions and vaccination. Economic costs of intervention are also considered. The distribution of First Passage Times (FPT) to the United States and the numbers of infected persons in metropolitan areas worldwide are studied assuming various times and locations of the initial outbreak. International air travel restrictions alone provide a small delay in FPT to the U.S. When other containment measures are applied at the source in conjunction with travel restrictions, delays could be much longer. If in addition, control measures are instituted worldwide, there is a significant reduction in cases worldwide and specifically in the U.S. However, if travel restrictions are not combined with other measures, local epidemic severity may increase, because restriction-induced delays can push local outbreaks into high epidemic season. The per annum cost to the U.S. economy of international and major domestic air passenger travel restrictions is minimal: on the order of 0.8% of Gross National Product.ConclusionsInternational air travel restrictions may provide a small but important delay in the spread of a pandemic, especially if other disease control measures are implemented during the afforded time. However, if other measures are not instituted, delays may worsen regional epidemics by pushing the outbreak into high epidemic season. This important interaction between policy and seasonality is only evident with a global-scale model. Since the benefit of travel restrictions can be substantial while their costs are minimal, dismissal of travel restrictions as an aid in dealing with a global pandemic seems premature.

The Effects of Individual Dimensions of Airline Service Quality: Findings From Australian Domestic Air Passengers

This article investigates how in-flight service, reservation and ticketing, airport service, reliability, employee service, flight availability, passenger satisfaction, pricing (value), and airline image determine passengers' future behavioural intentions. For this testing, structural equation modelling was applied to data collected from Australian domestic air passengers. It was found that there were significant relationships between the variables, except in four paths. In-flight service and employee service were found as significant drivers of passenger satisfaction, which was directly related to pricing (value), airline image, and passengers' future behavioural intentions.

Geographic Patterns of Air Passenger Transport in China 1980–1998: Imprints of Economic Growth, Regional Inequality, and Network Development*

This research analyzes the geographic patterns of domestic air passenger transport in China from 1980 to 1998, with three foci: (1) impacts of economic reforms, (2) regional inequality in air transport development, and (3) network development. Accessibility to air transport improved significantly as China expanded its air transport system, 1980–1998. The dominance of major airports declined as the air transport system expanded to medium and small cities. The centroid of passenger volume migrated toward southeast, consistent with the expansion of economic growth in southeast coastal areas. The rule of distance decay in air traffic was more applicable to China in 1998 than in 1985 as the market economy worked its way into China's air transport system. The East Region had a much higher share of air passengers than its share of population and GDP, followed by the West and the Middle Regions, reflecting an interesting “flyover” effect. By 1998, a hub-and-spoke air transport system was clearly in place in China.

International air transportation and economic development

Legislation in 1977 and 1978 effectively deregulated the US domestic air cargo and air passenger transportation industries. International air transportation, largely as the result of the `Open Skies’ initiative from 1979 has also gradually been liberalized but progress has been geographically and temporally uneven. This study is concerned with extending the Open Skies concept and in accessing the benefits to the US economy of removing the remaining impediments to the provision of free market services involving, in particular, the full transatlantic market. It initially reviews some of the previous work that has looked at links between industrial location and the quality of international air transportation. It develops a modeling framework to examine the implications of further liberalization on the economies of US regions that currently have limited international services. The work involves a macro-analysis of the impact of European international services for 41 Metropolitan Standard Areas.

Japan's Telecommunications Industry

In 1987, when the guideline regarding conditions was revised for the fifth time, services were brought into consideration, and, consequently, the domestic regular air passenger transport service industry, the domestic basic telecommunications industry, and the international basic telecommunications industry1 came to be monitored for monopolistic conditions. However, because services offered by these industries are highly public in nature and indispensable to people's lives, various regulatory measures have already been taken. These include the entry regulation, the fee regulation based on the method of fair remuneration rates, and the regulation regarding operating multiple lines of businesses. Therefore, unlike other industries, these industries operate under the condition of competition under government regulation. In what follows, we will examine two of these three industries: the domestic basic telecommunications industry and the international basic telecommunications ind...

Some regulatory aspects of domestic air passenger transportation in Nigeria: A policy analysis

Some regulatory aspects of domestic air passenger transportation in Nigeria: A policy analysis

Some effects of the CAB regulated horizontal domestic air passenger fare structure on costs and quality of service: Martin J. Wistinsen, Ph.D. Columbia University, 1976 [August 1976:1264

Some effects of the CAB regulated horizontal domestic air passenger fare structure on costs and quality of service: Martin J. Wistinsen, Ph.D. Columbia University, 1976 [August 1976:1264

Policy oriented multi-equation models of U.S. domestic air passenger markets

Policy oriented multi-equation models of U.S. domestic air passenger markets

Air Transport in Hokkaido Region

1. Past and Present of International and Domestic Air Transport1-1. Japanese Air TransportThe Japanese air transport industry has made a conspicuous progress in three decades after the end of the Second World War. The number of air passengers who left and reached Japan in 1954 was 110, 000 persons. In 1973, or two decades later, the number grew 68-fold to 7, 430, 000 persons. The number of air passengers for 1973 accounted for 98% of all passengers to and from Japan, including surface passengers, for the same year.The number of air passengers within Japan also increased from 336, 000 persons in 1955 to 2, 350, 000 persons in 1973, representing a 70-fold growth in 18 years.1-2. Hokkaido and Air TransportAir transport in Hokkaido has developed as major part of Japanese domestic air service. The number of air passengers who travelled between Hokkaido and Honshu (the main island of the Japanese archipelago) and within Hokkaido was 2, 180, 000 persons in 1969, and jumped to 4, 540, 000 persons in 1973, scoring a gain of just over 2-fold in five years.Of the total travellers between Hokkaido and Honshu in 1965, those who travelled by Japanese National Railways service accounted for 84% and those who travelled by air service 16%. In 1973, however, these ratios changed to 54% for JNR service and 46% for air service. As this shows, air service is now showing gradual predominance over rail traffic in longdistance transport.2. Future of Air Transport Centering around Hokkaido2-1-1. Future of Domestic Air TransportDespite the existence of some unfavorable factors, the long-term prospects for Japanese domestic air service are encouraging. The number of those who travel by air in Japan is estimated to reach 66 million to 73 million persons by 1985.2-1-2. Domestic Air Passengers Centering around HokkaidoThe number of air passengers centering around Hokkaido, a pivot of longdistance air service, will continue increasing. The principal contributing factors include (1) rapid progress of urbanization in local areas, (2) a rise in people's income level and a resultant increase in the value of time, and (3) expansion of jet service network.2-2. Future of International Air Transport2-1-2. International Air Transport in 1980'sA further increase is foreseeable in the number of international air passengers in the 1980's. Those who leave and reach Japan by air will exceed the level of 40 million persons, or nearly six times as many as at present. Of them, the Japanese passengers will account for about 25 million, or about 60% of the total.2-2-2. International Air Passengers Centering around HokkaidoThe areas of movement of international air passengers to and from Japan were mostly confined to Tokyo, Osaka, and places in their vicinity a decade ago. In the 1980's, however, the number of international air passengers to and from the Hokkaido Region is expected to reach about one million persons.3. Position of Hokkaido in Air Transport3-1. Use of Airports in Hokkaido in 1985By 1985, the number of domestic air passengers using Chitose Airport, Sapporo, will reach 12, 800, 000 persons, just over three times as many as in 1973. Chitose Airport will thus rank fourth in Japan, following Tokyo, Osaka, and Fukuoka, in terms of the number of passengers it handles. By 1985, Kushiro Airport will handle, 1, 120, 000 passengers, compared with the 110, 000 passengers in 1973; Obihiro Airport will handle 640, 000 passengers, against the 80, 000 passengers; and Hakodate Airport will handle 1, 290, 000 passengers, against the 480, 000 passengers.3-2. Improvement of Airport FacilitiesThe program of improving airport facilities in Hokkaido will need to be drawn up for the moment on the basis of the movement of domestic air passengers.3-3.