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Air network performance and hub competitive position: Evaluation of primary airports in East and South-East Asia

机译：航空网络的绩效和枢纽竞争地位：对东亚和东南亚主要机场的评估

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摘要

The growth of hub-and-spoke operations has changed the structure of competition among airlines and airports, meaning that airlines now compete both directly (air services from A to B) as well as indirectly (services from A to B via H). Traditional measures of airport performance, such as passenger enplanements and aircraft movements, fail to address indirect connectivity via hubs. This paper uses the NetScan connectivity model to compare the competitive position of 13 primary airports in East and South-East Asia between 2001 and 2007.The results reveal that Tokyo-Narita has the greatest total connectivity, and that it is composed of direct and indirect connections via other hubs. It also has the greatest hub connectivity. However, the most striking connectivity growth took place at the three major airports in mainland China: Beijing, Shanghai and Guangzhou.The number of both direct and indirect connections at these three airports increased at a much higher rate than at other airports in the sample. Indeed, other airports, such as Osaka-Kansai and Taipei, experienced deteriorating network performance during the period of analysis. The results presented here may be helpful for airlines and airports in identifying their competitive position vis-a-vis other airlines and airports.
机译：轮辐式运营的增长改变了航空公司和机场之间的竞争结构，这意味着航空公司现在既直接竞争（从A到B的航空服务）又间接竞争（从A到B到H的服务）竞争。传统的机场绩效衡量标准，例如旅客登机和飞机起降，无法解决通过枢纽的间接连通性。本文使用NetScan连通性模型比较了2001年至2007年在东亚和东南亚的13个主要机场的竞争地位，结果表明东京成田具有最大的总连通性，并且由直接和间接组成通过其他集线器连接。它还具有最大的集线器连接性。但是，连接性增长最明显的是中国大陆的三个主要机场：北京，上海和广州，这三个机场的直接和间接连接数量均以远高于样本中其他机场的速度增长。实际上，在分析期间，其他机场（例如大阪关西和台北）的网络性能也在下降。此处提供的结果可能有助于航空公司和机场确定其相对于其他航空公司和机场的竞争地位。

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