OAG's Top 50 Underserved International Routes
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Worldwide Direct Flights File
LCCs: On the verge of making it big in Japan? LCCs: On the verge of making it big in Japan? The announcement that AirAsia plans a return to the Japanese market in 2015 is symptomatic of the changes taking place in Japanese aviation. Low cost carriers (LCCs) have been growing rapidly, stealing market share from the full service carriers (FSCs), and some airports are creating terminals to handle this new type of traffic. After initial scepticism that the Japanese traveller would accept a low cost model in the air, can the same be said for low cost terminals? In this article we look at the evolution of LCCs in Japan and ask what the planners need to be considering now in order to accommodate tomorrow’s airlines. Looking back decades Japan was unusual in Asia in that it fostered competition between national carriers, allowing both ANA and Japan Airlines to create strong market positions. As elsewhere, though, competition is regulated and domestic carriers favoured. While low cost carriers (LCCs) have been given room to breathe in Japan their access to some of the major airports has been restricted, albeit by a lack of slot availability at airports such as Tokyo’s Haneda International Airport. The fostering of a truly competitive Japanese aviation market requires the opportunity for LCCs to thrive and that almost certainly means new airport infrastructure to deliver those much needed slots. State of play In comparison to the wider Asian region, LCCs in Japan are still some way from reaching comparable levels of market share. In October 2014, LCCs accounted for 26% of scheduled airline capacity within Asia; in Japan they have just reached a 17% share of domestic seats and have yet to gain a strong foothold in the international market, with just 9% of seats, or 7.5 million seats annually. -
Air Traffic Demand Forecast
Special Assistance for Project Implementation (SAPI) for Borg El Arab International Airport Modernization Project - Final Report - Chapter 4 Air Traffic Demand Forecast Table of Contents 4.1 Review of SAPROF Study ................................................................................................... 4-1 4.1.1 Procedure of Air Traffic Demand Forecast applied in SAPROF ................................ 4-1 4.1.2 Comparison between the Forecast in SAPROF Study with the actual Traffic ............ 4-2 4.1.3 Comparative Analysis between SAPROF and Present ............................................... 4-4 4.1.4 Principal Conclusion ................................................................................................... 4-7 4.2 Forecasting Parameters ....................................................................................................... 4-8 4.2.1 Air Traffic in Egypt ..................................................................................................... 4-8 4.2.2 Origin & Destination / Nationality of Air Passenger ................................................ 4-13 4.2.3 Trend of Scheduled Flights in Alexandria ................................................................. 4-16 4.2.4 Passenger Survey at Borg El Arab International Airport .......................................... 4-20 4.2.5 Socio-Economic Indices ........................................................................................... 4-29 4.3 Annual Passenger Demand Forecast ............................................................................... -
Development of a Forecast Model for Global Air Traffic Emissions
Forschungsbericht 2012-08 Development of a Forecast Model for Global Air Traffic Emissions Martin Schaefer Deutsches Zentrum für Luft- und Raumfahrt Institut für Antriebstechnik Köln 235 Seiten 137 Bilder 70 Tabellen 133 Literaturstellen Development of a Forecast Model for Global Air Traffic Emissions Dissertation zur Erlangung des Grades Doktor-Ingenieur der Fakultät für Maschinenbau der Ruhr-Universität Bochum von Martin Schaefer aus Nürnberg Bochum 2012 Dissertation eingereicht am: 07. März 2012 Tag der mündlichen Prüfung: 29. Juni 2012 Erster Referent: Prof. Dr.-Ing. Reinhard Mönig (Ruhr-Universität Bochum) Zweiter Referent: Prof. Dr. rer. nat. Johannes Reichmuth (RWTH Aachen) PAGE I CONTENTS LIST OF FIGURES............................................................................. V LIST OF TABLES ............................................................................. XI LIST OF ABBREVIATIONS...............................................................XIV PREFACE.....................................................................................XIX 1 EXECUTIVE SUMMARY ......................................................................1 1.1 Objectives of this Study ..............................................................................................1 1.2 Abstract of Methodology .............................................................................................1 1.3 Summary of Results ...................................................................................................4 1.3.1 Overview -
Punctuality League
Published: January 2015 2014 Punctuality League On-time performance results for airlines and airports © 2015 OAG Aviation Worldwide Limited. All rights reserved OAG Punctuality League – Annual on-time performance results for airlines and airports Usage and attribution This information can be reproduced either in whole or in part, online or in print, for non-commercial purposes only but must include attribution to OAG and a link to www.oag.com. Disclaimer The intended recipient (“The Customer”) acknowledges that all data provided by or available through OAG is owned either by OAG Aviation Worldwide Ltd or by a third party provider (“The Owners”) and that the customer shall not acquire any ownership or interest in such data. OAG data is solely for the benefit and purposes of the intended recipient and may not be disclosed to, used by or copied by anyone other than the intended recipient. OAG Aviation Worldwide Ltd has used reasonable efforts in collecting and preparing data in the report but cannot and does not warrant that the information contained in this report is complete or accurate. OAG Aviation Worldwide Ltd hereby disclaims liability to any person for any loss or damage caused by errors or omissions in this report. 2 © 2015 OAG Aviation Worldwide Limited. All rights reserved Contents Foreword 5 Overview 6 Categories and Criteria 6 Airports: Small Category – <10m seats per annum 8 Airports: Medium Category – 10-20m seats per annum 10 Airports: Large Category – >20m seats per annum 12 Top Airlines: All 14 Top Airlines: Mainline Category -
NPRC) VIP List, 2009
Description of document: National Archives National Personnel Records Center (NPRC) VIP list, 2009 Requested date: December 2007 Released date: March 2008 Posted date: 04-January-2010 Source of document: National Personnel Records Center Military Personnel Records 9700 Page Avenue St. Louis, MO 63132-5100 Note: NPRC staff has compiled a list of prominent persons whose military records files they hold. They call this their VIP Listing. You can ask for a copy of any of these files simply by submitting a Freedom of Information Act request to the address above. The governmentattic.org web site (“the site”) is noncommercial and free to the public. The site and materials made available on the site, such as this file, are for reference only. The governmentattic.org web site and its principals have made every effort to make this information as complete and as accurate as possible, however, there may be mistakes and omissions, both typographical and in content. The governmentattic.org web site and its principals shall have neither liability nor responsibility to any person or entity with respect to any loss or damage caused, or alleged to have been caused, directly or indirectly, by the information provided on the governmentattic.org web site or in this file. The public records published on the site were obtained from government agencies using proper legal channels. Each document is identified as to the source. Any concerns about the contents of the site should be directed to the agency originating the document in question. GovernmentAttic.org is not responsible for the contents of documents published on the website. -
Airport Exit Index a Global Analysis of Traveler Time to Get from Arriving Flights to Chauffeured Vehicles
Thibaut C. Blacklane Chauffeur, Marseille Airport Exit Index A global analysis of traveler time to get from arriving flights to chauffeured vehicles. June 2019 Table of Contents Introduction 3 Global findings 4 Fastest international arrival airports 5 Slowest international arrival airports 8 Fastest domestic arrival airports 10 Slowest domestic arrival airports 12 World’s busiest international airport ranking 14 Type of traveler and vehicle 16 Appendix 1: Comparing multiple airports in a city 19 www.blacklane.com 2 How long does it take to exit the airport? Exiting the airport is full of uncertainty. Between unfamiliar terminals, baggage collection, immigration lines, and customs lines, travelers have no more than a best guess or an online review to work out how long it will take for them to be on their way. Until now. Worldwide, travelers’ median time from a plane’s arrival until they are on their way is 23 minutes after domestic flights and 38 minutes – a 65 percent increase – after international flights. Blacklane analyzed hundreds of thousands of its airport pickups over the past nine months. The company compared the times when guests’ flights arrived to the times when guests entered its chauf- feured vehicles. The findings reveal the: • World’s 20 fastest and slowest airports to exit for international arrivals. • World’s 20 fastest and slowest airports to exit for domestic arrivals. • Rank of the world’s 20 busiest international airports. • Regional and metropolitan comparisons of times to exit after domestic and international flights. • Differences among business travelers and larger groups. www.blacklane.com 3 Median time to exit airports worldwide All times are the median, to minimize the impact of any outliers in the data. -
Skift Recovery Index April 2021 Highlights
SKIFT RECOVERY INDEX APRIL 2021 HIGHLIGHTS SKIFT RESEARCH TAKE by + Skift Team Published May 2021 If you have any questions about the report skift.com please contact [email protected] Skift Recovery Index: April 2021 Highlights SKIFT REPORT 2021 2 REPORT OVERVIEW This report highlights the latest insights from the Skift Recovery Index. The index covers travel’s performance since January 2020, up to and including March 2021. The Skift Recovery Index is a real-time measure of where the travel industry at large — and the core verticals within it — stands in recovering from the COVID-19 pandemic. It provides the travel industry with a powerful tool for strategic planning, of utmost importance in this uncertain business climate. We are very happy to announce that we have entered into a data partnership with ForwardKeys, providing the Recovery Index with additional insights, and a strengthening of data on flight bookings and air passenger volumes. We also continue to work with Amadeus, Aviasales, Cendyn, Collinson, Criteo, Duetto, Hotelbeds, Key Data Dashboard, OAG, Onyx CenterSource, RateGain, Shiji Group, SimilarWeb, Skyscanner, Sojern, Transparent, and TrustYou as data partners to provide you with a monthly update of travel performance in 22 countries around the world. Skift Recovery Index: April 2021 Highlights SKIFT REPORT 2021 3 Skift Recovery Index: April 2021 Highlights SKIFT REPORT 2021 4 TRAVEL RECOVERY INCREASINGLY DIVERGENT The recovery is not linear, and far from congruent. We’ve been saying it from early on in the pandemic, but it is really playing out in front of our eyes now. While the average global score took another jump up, now standing at an average of 58 points in April 2021, compared to a baseline of 100 in April 2019, there is major inconsistency in the recovery between the 22 countries we track. -
Cecil Spaceport Master Plan 2012
March 2012 Jacksonville Aviation Authority Cecil Spaceport Master Plan Table of Contents CHAPTER 1 Executive Summary ................................................................................................. 1-1 1.1 Project Background ........................................................................................................ 1-1 1.2 History of Spaceport Activities ........................................................................................ 1-3 1.3 Purpose of the Master Plan ............................................................................................ 1-3 1.4 Strategic Vision .............................................................................................................. 1-4 1.5 Market Analysis .............................................................................................................. 1-4 1.6 Competitor Analysis ....................................................................................................... 1-6 1.7 Operating and Development Plan................................................................................... 1-8 1.8 Implementation Plan .................................................................................................... 1-10 1.8.1 Phasing Plan ......................................................................................................... 1-10 1.8.2 Funding Alternatives ............................................................................................. 1-11 CHAPTER 2 Introduction ............................................................................................................. -
Management Report Corporación América Airports S.A
Management Report Corporación América Airports S.A. The board of directors of Corporacion América Airports S.A. (the “Company”) submits the Consolidated Financial Statements for the fiscal year ended December 31, 2019 in accordance with Luxembourg applicable laws and regulations. General Overview Corporación América Airports S.A. was incorporated under the laws of the Grand Duchy of Luxembourg (“Luxembourg”) on December 14, 2012. The Company owns no assets other than its direct and indirect ownership of the issued share capital of other intermediate holding companies for all of our operating subsidiaries. Prior to our initial public offering, we were 100% controlled by ACI Airports S.à r.l., a holding company incorporated in Luxembourg (the “Majority Shareholder”), which is 100% owned by ACI Holding S.à r.l., a holding company also incorporated in Luxembourg (“ACI Holding”). The Majority Shareholder currently controls 82.1% of our common shares. 4, rue de la Grêve, L-1643 Luxembourg - +352 26 25 82 74 www.corporacionamericaairports.com 1 WHO WE ARE - CORPORATE PROFILE We are the largest private sector airport concession operator in the world based on the number of airports under management and the tenth largest private sector airport operator in the world based on passenger traffic. In 2019, our airports served 84.2 million passengers of which approximately 33.5% were international, approximately 56.5% were domestic and approximately 9.9% were transit passengers. The airports we operate are located in countries with compelling macro- economic trends and in key cities within those countries. From our beginnings in 1998 when we acquired the concession rights to operate 33 airports in Argentina, we have expanded geographically and currently operate 52 airports globally; in Latin America, our largest market, as well as in Europe and Eurasia. -
EU-Funded Airport Infrastructures: Poor Value for Money
EN 2014 NO 21 Special Report EU-funded airport infrastructures: poor value for money EUROPEAN COURT OF AUDITORS EUROPEAN COURT OF AUDITORS 12, rue Alcide De Gasperi 1615 Luxembourg LUXEMBOURG Tel. +352 4398-1 E-mail: [email protected] Internet: http://eca.europa.eu Twitter: @EUAuditorsECA YouTube: EUAuditorsECA More information on the European Union is available on the Internet (http://europa.eu). Luxembourg: Publications Office of the European Union, 2014 ISBN 978-92-872-1253-5 doi:10.2865/96815 © European Union, 2014 Reproduction is authorised provided the source is acknowledged. Printed in Luxembourg EN 2014 NO 21 Special Report EU-funded airport infrastructures: poor value for money (pursuant to Article 287(4), second subparagraph, TFEU) Contents 02 Paragraph Glossary I–V Executive summary 1–15 Introduction 1–5 Main characteristics of air transport in Europe 6–8 EU air transport policy and funding of airport infrastructures 9–11 The management of investments in airport infrastructures under the ERDF and CF 12–15 Types of airport infrastructures examined 16–21 Audit scope and approach 22–67 Observations 22–26 Need for new or upgraded infrastructures demonstrated for half of the airports examined 27 Delays in constructions for most and cost overruns for half of the airports examined 28–35 More than half of the constructions were under-used 36–38 EU funding for investments which are not cost-effective 39–45 Seven of the 20 audited airports are not financially self-sustainable 46–48 Forecast of passenger numbers significantly over-optimistic -
The Aviation Edition
THERE'S MORE TO US THAN YOU MIGHT THINK THE AVIATION EDITION aecom.com FOREWORD Airports and connecting transportation AECOM is a global provider of technical networks are vital to the continued services to airport owners, investors, growth and economic prosperity of airlines and aviation clients — leading cities, regions and countries. and supporting programmes for airports of all sizes and forms. With demand for air travel set to double over the coming two decades, airports Building on our global network of around the world need to modernise expertise and local knowledge, and expand to be ready. AECOM’s multidisciplinary, skilled professionals are experienced in The coming 10 years will be a delivering integrated, collaborative pivotal time for civil infrastructure, aviation solutions across projects including aviation, driven by disruptive and continents, from finance technologies. In AECOM's 2019 Future and analysis to masterplanning, of Infrastructure report passengers programme management, design stated that having faster connections and construction services. to airports is an increasingly important factor to their quality of life. By combining our unrivalled expertise and reach, we are built to support Today, the aviation industry faces the world’s most complex aviation some tough challenges. Infrastructure programmes. Read on to learn more is not being built fast enough and, as about some of our headline projects. demand grows, the lack of supply is causing problems. Contacts Bijan Pashanamaei, PE Global Director of Aviation [email protected] T +1.215.817.8163 Jerry D. Sheets Deputy Director Global Aviation [email protected] T +1.317.500.7885 Frank Wengler Global Aviation Lead, Americas [email protected] T +17134 436 985 Neil G. -
Libya and Egypt
Luftwaffe Airfields 1935-45 Luftwaffe Airfields 1935-45 Libya (Tripolitania & Cyrenaica) & Egypt By Henry L. deZeng IV Benina/North 21.02.41 Shown: 10 hangars (7 of which are partially destroyed), administrative and related buildings, barracks, quarters, storage buildings and a number of others, airfield operations buildings and the munitions dump. Benina/South is at the bottom right of the photo Edition: March 2016 Luftwaffe Airfields 1935-45 Copyright © by Henry L. deZeng IV (Work in Progress). (1st Draft 2016) Blanket permission is granted by the author to researchers to extract information from this publication for their personal use in accordance with the generally accepted definition of fair use laws. Otherwise, the following applies: All rights reserved. No part of this publication, an original work by the authors, may be reproduced, stored in or introduced into a retrieval system, or transmitted, in any form, or by any means (electronic, mechanical, photocopying, recording or otherwise), without the prior written permission of the author. Any person who does any unauthorized act in relation to this publication may be liable to criminal prosecution and civil claims for damages. This information is provided on an "as is" basis without condition apart from making an acknowledgement of authorship. Luftwaffe Airfields 1935-45 Airfields Libya and Egypt Introduction Conventions 1. For the purpose of this reference work, “Libya and Egypt” means the borders that existed on 10 June 1940, the date Italy declared war on Britain and France, with hostilities commencing along the Libyan-Egyptian border the following day. 2. All place name spellings are as they appear in wartime German, Italian and Allied documents with the addition of alternate spellings where known, these mainly being transliterated spellings from Arabic.