2009
DOI: 10.1111/j.1468-0106.2009.00476.x
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Competitive Position of Primary Airports in the Asia‐pacific Rim

Abstract: This paper measures and compares the network performance and hub competitive position of primary airports in the Asia-Pacific rim, taking into account the quantity and quality of both direct and indirect connections. The results reveal that Tokyo has the best network performance and hub competitive position. The most striking growth of network development is found at Chinese airports, while network performance deteriorates at Oceanian airports. Finally, the results show that the position of Oneworld and Star A… Show more

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Cited by 22 publications
(10 citation statements)
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“…These extra travel times are perceived as more inconvenient for the passengers the shorter the NST is. Hence, a generic penalty factor is introduced for both CT and TT (μod = 3-0.075•NSTod), as recommended by de Wit et al (2009), followed by specific penalty factors for CT (ρCT=1.7), and TT (ρTT=1.36), based on the reference values from Lieshout (2012). The higher the CT and TT averages, the worse the quality of airline connectivity in the od pair, as the airlines in airport o depend more on indirect connections to reach destination d. Passengers could potentially trade-off higher access times in exchange of lower air travel times by driving to a more distant airport that has a higher proportion of non-stop frequencies.…”
Section: Baseline Scenariomentioning
confidence: 99%
“…These extra travel times are perceived as more inconvenient for the passengers the shorter the NST is. Hence, a generic penalty factor is introduced for both CT and TT (μod = 3-0.075•NSTod), as recommended by de Wit et al (2009), followed by specific penalty factors for CT (ρCT=1.7), and TT (ρTT=1.36), based on the reference values from Lieshout (2012). The higher the CT and TT averages, the worse the quality of airline connectivity in the od pair, as the airlines in airport o depend more on indirect connections to reach destination d. Passengers could potentially trade-off higher access times in exchange of lower air travel times by driving to a more distant airport that has a higher proportion of non-stop frequencies.…”
Section: Baseline Scenariomentioning
confidence: 99%
“…They also pointed out that if current trends continue, the world city In contrast, Tokyo, which had held the supremacy with Hong Kong and Singapore, is downgraded from a top ranked global city during the period analyzed. It is partly because Narita, one of the international airports in Tokyo Area, is relatively small, compared with other hub airports in Asia (De Wit et al, 2009;Burghouwt et al, 2009), and faces capacity shortage with limited opportunity to expand. The Japanese government decided the resumption of international air services at Haneda, which was practically downgraded to a domestic airport with the completion of Narita.…”
Section: Gdp Population Distancementioning
confidence: 99%
“…Yet, from those studies one can deduct that seat capacity is highly concentrated at main hub airports and gateways in a clear strategy to become dominant global players (see, for example, O'Connell (2011) for the Middle East; and De Wit et al (2009) for the Asia-Pacific). Nevertheless, in Southeast Asia, growth of intra-continental traffic keeps on benefiting an increasing number of airports as GDP grows and economic development is spread all over the region (Rimmer, 2000).…”
Section: Towards Concentration or Deconcentration?mentioning
confidence: 99%