In spite of the extensive literature on the regulation of air transport services, until the development of the Quantitative Air Services Agreements Review (QUASAR…
In spite of the extensive literature on the regulation of air transport services, until the development of the Quantitative Air Services Agreements Review (QUASAR) methodology no systematic review existed of the degree of liberalization granted through air services agreements. The chapter lays out QUASARs key features, and presents the main results its application has generated. It then elaborates on how the methodology could be further refined and extended to other segments of the air transport industry yet uncovered. Based on QUASAR, the chapter critically evaluates some commonly held beliefs about the liberalization of international passenger transport and then moves on to explore the technical feasibility of creating a liberal multilateral regime for air transport services. QUASAR has demonstrated that, although the air transport sector has experienced some liberalization over the past few years, this has been, overall, rather marginal. The skies are not truly open.
European air transport policy, emerged through the confluence of case law and legislation, in four broad areas: liberalization, safety and security, greening, and the…
European air transport policy, emerged through the confluence of case law and legislation, in four broad areas: liberalization, safety and security, greening, and the external policy. Following the implementation of the single market for air transport, policy shifted to liberalizing and regulating associated services and in recent years to greening, the external aviation policy, and safety and security. Inclusion of air transport in the Environmental Trading Scheme of the European Union exemplifies the European Commission’s proactive stand on bringing the industry in line with emission reduction trajectories of other industries. However, the bid to include flights to third countries in the trading scheme pushed the EU into a controversial position, causing the Commission to halt implementation and to give ICAO time to seek a global multilateral agreement. The chapter also discusses how the nationality clauses in air services agreements breached the Treaty of Rome, and a court ruling to that effect enabled the EC to extend EU liberalization policies beyond the European Union, resulting in the Common Aviation Area with EU fringe countries and the Open Aviation Area with the USA. Another important area of progress was aviation safety, where the EU region is unsurpassed in the world, yet the Commission has pushed the boundary even further, by establishing the European Safety Agency to oversee the European Aviation Safety Management System. Another important area of regulatory development was aviation security, a major focus after the woeful events in 2001, but increasingly under industry scrutiny on costs and effectiveness. The chapter concludes by arguing that in the coming decade, the EU will strive to strengthen its position as a global countervailing power, symbolized in air transport by a leadership position in environmental policy and international market liberalization, exemplified in the EU’s external aviation policy.
Kazuaki Miyamoto, Surya Raj Acharya, Mohammed Abdul Aziz, Jean-Michel Cusset, Tien Fang Fwa, Haluk Gerçek, Ali S. Huzayyin, Bruce James, Hirokazu Kato, Hanh Dam Le, Sungwon Lee, Francisco J. Martinez, Dominique Mignot, Kazuaki Miyamoto, Janos Monigl, Antonio N. Musso, Fumihiko Nakamura, Jean-Pierre Nicolas, Omar Osman, Antonio Páez, Rodrigo Quijada, Wolfgang Schade, Yordphol Tanaboriboon, Micheal A. P. Taylor, Karl N. Vergel, Zhongzhen Yang and Rocco Zito
This chapter has documented the changing roles and dynamics of New Zealand’s airports between 2001 and 2016. New Zealand has well-developed airport systems for both…
This chapter has documented the changing roles and dynamics of New Zealand’s airports between 2001 and 2016. New Zealand has well-developed airport systems for both international and domestic air passenger and air freight services. New Zealand airports have experienced marked growth during the study period and growth looks to continue throughout the country. Moreover, New Zealand’s airport system plays a direct role in New Zealand’s air transport and tourism sectors, as well as contributing to other major economic sectors. International and domestic connections to New Zealand airports facilitate the continued growth and importance of tourism, acting as a backbone to the New Zealand economy. In addition to tourism, airports play a crucial role in the facilitation of imports and exports and the development of regional business hubs and supporting activities for New Zealand’s other major industries. Importantly, New Zealand airports are a critical part of its economy and will continue to be so in the decades to come.
This paper presents an overview of the recent development of Eurasian rail freight in the Belt and Road era and further evaluates its service quality in terms of transit…
This paper presents an overview of the recent development of Eurasian rail freight in the Belt and Road era and further evaluates its service quality in terms of transit times and transport costs compared to other transport modes in containerised supply chains between Europe and China.
A trade-off model of transit time and transport costs based on quantitative data from primary and secondary sources is developed to demonstrate the market niche for Eurasian rail freight vis-a-vis the more established modes of transport of sea, air and sea/air. In a scenario analysis, further cargo attributes influencing modal choice are employed to show for which cargo type Eurasian rail freight service is favourable from a shipper's point of view.
At present, Eurasian rail freight is about 80% less expensive than air freight with only half of the transit time of conventional sea freight. Our scenario analysis further suggests that for shipping time-sensitive goods with lower cargo value ranging from $US1.23/kg to $US10.89/kg as well as goods with lower time sensitivity and higher value in a range of $US2.46/kg to $US21.78/kg, total logistics costs of Eurasian rail freight service rail is cheaper than all other modes of transport.
As an emerging competitive solution, Eurasian rail freight demonstrates to be an option beneficial in terms of transport cost, transit time, reliability and service availability, which offers a cost-efficient option enabling shippers to build up agile and more sustainable supply chains between China and Europe.
Our study firstly provides a comprehensive assessment of present Eurasian rail freight including a thorough comparison with alternative modes of transport from a shipper's point of view.
Air freight is often used in the transport of goods between the United Kingdom and Western European destinations despite a well developed, competitive and generally much…
Air freight is often used in the transport of goods between the United Kingdom and Western European destinations despite a well developed, competitive and generally much cheaper road groupage (consolidation) industry. In particular, until 1980, express road services with fast delivery times comparable to air do not appear to have made much impact on shippers. This paper examines some of the possible reasons for the continuing existence of a reasonably high level of demand for air freight to Western Europe from the United Kingdom. Air freight appears to be used mainly for the sake of urgency which is usually associated with transit time. This paper examines some of the other factors which may be taken into account by shippers when deciding between air and surface transport.
This chapter reviews the history of regulation and deregulation in international air transport and discusses the positive impacts of deregulation and open skies on the…
This chapter reviews the history of regulation and deregulation in international air transport and discusses the positive impacts of deregulation and open skies on the tourism sector in the Asia Pacific region. The Hong Kong–Bangkok market was examined, which shows that the granting of the fifth freedom rights has given the two places sufficient air service provisions to build tourism. Future reforms in air transport such as relaxing ownership restrictions and expanding air freedoms rights are explored.
AT the start of a new era of civil air transport the possibilities offered by the numerous new developments in the operation as well as in the design of aircraft should be analysed in order to exploit them to the full extent in building up an efficient transport system. One of the new appearances in the field of air transportation is the towed glider, which reaped many laurels in the last war. Names like Crete, Sicily, Arnheim recall heroic battles in which glider troops played a prominent part. These military successes have given rise to many articles in which the transport glider is announced as an important discovery for economical air transport. Aerial trains consisting of one tug and a number of gliders have been proclaimed to be a new and valuable contribution to the future of civil aviation. On economic as well as safety considerations the author advises the advocates of the transport glider to restrain their enthusiasm and not to overestimate the future possibilities of this type of air transport.