![]() ![]() Aynı yıl tüm havayolları yaklaşık 4,5 milyar yolcu taşımıştır. 2019 verilerine göre dünyada her gün 128 bin uçuşla yaklaşık 12,5 milyon insan taşınmıştır. Ticari havacılığın son yıllarda küresel yaşamda yarattığı etki çok büyüktür. Uçak ve havalimanları, özellikle uçuşun güvenliği ve bu tür taşımacılığın verimliliği dikkate alındığında inanılmaz bir dönüşüm geçirdiler. ![]() Geçen yüzyılın başında, ilk planlı uçuşlardan itibaren, ticari havacılık kuşkusuz medeniyetimiz üzerinde büyük bir sosyal, ekonomik ve teknolojik etki yarattı. THY’nin özellikle son dönem verileriyle birlikte ekonomik büyüklüğünü ve etkilerini açıklayabilmeĪnahtar Sözcükler: Ekonomik büyüme, doğrudan ve dolaylı etkiler, katalitik etkiler, COVID-19, THY, Havacılık ve Turizm ilişkisi, Havacılık ve Ticaret ilişkisi. Havacılık sektörünün ekonomik işlerle el ele yürüyen sosyal etkilerini kavrayabilmeĦ. COVID-19 dönemi ve sonrasında havacılık sektöründeki gelişmeleri tanımlayabilmeĥ. Havacılık sektörünün genelde katalitik etkileri, özelde de turizm ve ticaret etkilerini açıklayabilmeĤ. Havacılık sektörünün doğrudan, dolaylı ve uyarılmış etkilerini betimleyebilmeģ. ![]() Havacılık ve ekonomik büyüme arasındaki ilişkinin temelini ve yollarını ifade edebilmeĢ. HAVACILIK SEKTÖRÜ İLE EKONOMİK BÜYÜME İLİŞKİSİġ. However, a large share of today's airlines is still completely or partly government owned. Many studies showed that public airline ownership can be associated with major financial losses, while private ownership can help to avoid such losses by improving efficiency and increasing revenues. Second, we briefly describe the airlines’ privatization development around the world. But deregulation is still far from completion, which illustrates the potential for further improvements of aviation markets. Deregulation generally led to stronger competition, reduced fares, increased flight frequencies, more connections, and increased passenger numbers. It is shown that deregulation in the air transport market has become a mainstream development, and that deregulation has changed aviation markets in many positive ways. ![]() Areas including the United States, the European Union, China, India, the countries of Africa and the South East Asian Nations serve as the representative markets and are discussed in more detail. First, we describe the historic development of the airlines’ regulatory environments and ownerships across countries, regions, and continents. The present chapter describes how the privatization and deregulation of airline markets has contributed to this development. This growth is partly determined by changes in government regulations. The aviation industry doubles market size every 15 years. Yet, the impact varies across European countries but not in accordance with the previous regulatory regime. So, competition on direct flights decreased whilst the percentage of monopolized routes served by one-stop flight lowers from 70.06% to 66.63%. The concentration ratio CR5 in the direct segment increases from 49.4% to 58.2%. A decrease of 8.1% in airport pairs connected by direct flights and of 10.8% in airport pairs linked by one-stop flights are experienced. In particular, the percentage decreases in the number of direct flights and offered seats are 8% and 5.5%, respectively. The number of direct transatlantic connections and served airport pairs decreased and the competition rate increased only in indirect traffic. The results show unexpected changes in the service level and competition. We examine the impact of the EU-US OSA on competition between carriers, alliances, and airports in hubbing operations. By comparing the schedules of nonstop and two-step flights in a typical off-peak week of 20, we investigate whether the EU-US OSA has led to more choices for transatlantic travelers and greater exploitation of commercial agreements. This paper presents an analysis of air service and competition dynamics in the north transatlantic market since the EU-US Open Skies Agreement (OSA) in 2008. ![]()
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