Browsing by Author "Miyoshi, Chikage"
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Item Open Access Airline Business Models and their respective carbon footprint: Final report(Manchester Metropolitan University, 2009-01) Mason, Keith J.; Miyoshi, ChikageThe choices that airlines make about the aircraft they fly, the number of seats they have on each aircraft, the routes they fly and the passenger segments they focus on have significant impacts on their environmental performance (which can be assessed in terms of an airline’s CO2 emissions per passenger kilometre, fuel burn or other suitable metric). Each of the main airline business models (network, charter, low cost carrier (LCC), regional) involves practices that may improve or degrade environmental performance. This project analyses the factors that affect each business model’s environmental performance and considers the potential for changes to business models to improve the environmental sustainability of the aviation sector. The evolution of aircraft fuel consumption, average sector length and CO2 emission levels (per passenger kilometre) were investigated. From 1986 to 2004 total fuel consumed by European airlines1 increased by 220%, while the amount of fuel consumed per passenger km has decreased by 27% (or 2% per year). Average distance flown has increased by 21% and the average number of passengers carried per flight by 5%. The CO2 emissions of intra-EU air services from the UK generated by each business model (network, LCC, charter, regional) was established for the years 1997, 2000 and 2006. Emissions were estimated by route, stage length, aircraft type used, number of seats supplied on each aircraft and the distance flown, following the IPCC recommended approach to carbon dioxide calculation. The LCCs share of total emissions has risen to 46% of all intra-EU routes originating in the UK in 2006 from 12% in 1997. At 112g/pkm this group’s CO2 emissions are lower than either network carriers or regional airlines (at 144g/pkms and 216g/pkms respectively) in the EU market. However the lowest emissions level is achieved by charter airlines at 106g/pkm. Some activities airlines have undertaken to reduce on-board weight were also considered. These include reducing water carriage, lowering tankered fuel levels and re-designing the duty free sales process. A calculator that estimates the carbon dioxide emissions that can be prevented by removing weight from a number of aircraft types was developed. It estimates that 456.2 tonnes of CO2 emissions can be prevented if an airline operating a daily North Atlantic service with a Boeing 747-400 could reduce 1 tonne (metric) from its takeoff weight. One of the main policy instruments that can internalise the environmental costs of aviation is the European Emissions Trading Scheme. Prior to its introduction the UK government has increased its Air Passenger Duty as a quasi-environmental taxation measure. The success of such fiscal measures in dampening the demand for air transport will largely depend on the price elasticity of demand and indicative ranges for long and short haul leisure and business passengers are given. A model of air transport CO2 emissions, which was developed to test various scenarios, suggests that should current growth rates continue, emissions for the global aviation market may grow by over 50% between 2009 and 2020. With high growth rates, the share of emissions for low cost carriers would also grow significantly, however, it is also clear that network carrier’s growth of long haul flying also means that the absolute emissions levels of this group is also likely to rise. The output of the model is used to test the sensitivity of changes to business model, such as increasing load factors, increasing the number of seats on board an aircraft, and differing growth rates for each business model. A stakeholder workshop and seminar for this project and a sister Omega project “Passenger Expectations” was held in December 2008. Key outcomes of the seminar was that passengers seem to have little appetite for changes in behaviour (such as willingness to take fewer longer overseas holidays or to holiday within the UK) that might reduce the demand for air services and that further passenger education regarding the relative impact of flying compared to other GHG generating activities is required. Further research is required to assess passenger willingness to forego service levels, timetable frequency, flight times to maximise load factors, minimise aircraft weight and therefore fuel consumption. Future studies may extend this work in two ways: assessing the feasibility of fully adopting the various weight reduction strategies suggested for airlines; and by investigating network carriers’ freight operations as a source of carbon dioxide emissions. Keith Mason and Chikage Miyoshi Cranfield University March 2009Item Open Access Analysis of the effects of air transport liberalisation on the domestic market in Japan(Cranfield University, 2007-05) Miyoshi, Chikage; Williams, GeorgeThis study aims to demonstrate the different experiences in the Japanese domestic air transport market compared to those of the intra-EU market as a result of liberalisation along with the Slot allocations from 1997 to 2005 at Haneda (Tokyo international) airport and to identify the constraints for air transport liberalisation in Japan. The main contribution of this study is the identification of the structure of deregulated air transport market during the process of liberalisation using qualitative and quantitative techniques and the provision of an analytical approach to explain the constraints for liberalisation. Moreover, this research is considered original because the results of air transport liberalisation in Japan are verified and confirmed by Structural Equation Modelling, demonstrating the importance of each factor which affects the market. The Tokyo domestic routes were investigated as a major market in Japan in order to analyse the effects of liberalisation of air transport. The Tokyo routes market has seven prominent characteristics as follows: (1) high volume of demand, (2) influence of slots, (3) different features of each market category, (4) relatively low load factors, (5) significant market seasonality, (6) competition with high speed rail, and (7) high fares in the market. These characteristics particularly stand out when comparing to routes serving the UK, including UK domestics. Moreover, the outcomes of the analysis demonstrated the three significant different experiences compared to the intra-EU market serving the UK as a result of liberalisation: (1) decreased demand, (2) increased fares and (3) new entrants’ failures. Although competition among airlines seemed to be experienced in the beginning of the process of liberalisation, most of new entrants are governed by the control of network carriers, and this has affected the market, which resulted in fares to increase and demand to drop, particularly in the low demand markets. However, several markets on the Tokyo routes have been developed by low fares as a result of competition with high speed rail such as the Tokyo-Hiroshima and Okayama routes. The key objectives of the slot allocation policies were the promotion of competition and the improvement of consumer’s convenience with safety assured. They have not been accomplished yet because of several constraints. The constraints for liberalisation in Japan were discovered by comparing with the virtuous market flow circulation in the EU. The results of liberalisation in Japan have the opposite direction flow because airlines provide “high yield products”, which are caused by high cost structures of air transport in Japan, compared to the “high productivity products” of the EU. It is very difficult to promote a real basis for competition among airlines and HSR in Japan. Governments have been developing the transportation network of both rail and air in line with the growth of the Japanese economy under the name of competition policy since 1960s. The overestimated airport planning and demand by the government based on the bubble economy in Japan caused high cost structures as well. Furthermore, the Japanese Government has been reluctant to implement significant changes and face the impacts of deregulation in order to avoid the bankruptcies of airlines experienced in other liberalised markets. Therefore, the intensity of competition in the Japanese air transport has been interpreted and implemented differently from those of other areas as a result of this protective policy towards Japanese airlines. The standard of competition has not reached the level of other industries like manufacturing, which have been competing in the global market. It seems that Japanese government policy has accomplished its objective which forced two network carriers (JAL and ANA) to change the structure of organisations, labour cost and their companies’ hierarchical cultures, although the intensity of change is not enough compared with other airlines outside Japan as a result of liberalisation. Lower fares and reduced costs are crucial in order to develop demand and switch the direction of the market flow in Japan, as evidenced in the intra-EU market. A real basis for competition is expected when the number of slots will increase at Haneda airport in 2009. In order to prepare for the next step of liberalisation and international competition, fundamental changes and innovation should be implemented by removing constraints in the Japanese air transport system.Item Open Access The carbon emissions of selected airlines and aircraft types in three geographic markets(Elsevier Science B.V., Amsterdam., 2009-05-01T00:00:00Z) Miyoshi, Chikage; Mason, Keith J.Various carbon calculators developed by airlines and carbon offset companies have become available since the environmental impact of the air transport industry started to receive strong attention. This paper details a prototype methodology for carbon calculation emission levels in the three air transport markets; the UK domestic routes, the intra-EU routes serving UK and the North Atlantic routes that enables the assessment of key environmental performance differences between air carriers whereas they would be measured as identical using the often used DEFRA-type measurement approach. The results show differences in airlines' strategies such as aircraft type used, load factors and seat configurations.Item Open Access A critical review of airport privatisation in the Kingdom of Saudi Arabia: Case study of Medina Airport(Elsevier, 2019-02-08) Chaouk, Mohammed; Pagliari, Romano I.; Miyoshi, ChikageSaudi Arabia is one of the few Middle-Eastern states to have undertaken an airport privatisation programme. Medina was one of several airports that have been privatised in Saudi Arabia when it was awarded to Tibah Airports in 2012 under a Build-Transfer-Operate agreement. This paper compares the performance of Medina Airport in terms of traffic, revenues, costs and profitability with projections made during the due-diligence period prior to the airport’s privatisation. We found that the airport benefitted from favourable market conditions post-privatisation which facilitated the attainment of some important achievements with regard to route development and customer service. However, we also found that profitability was lower than forecast during the due-diligence process prior to privatisation and that this was mainly as a result of unexpected interventions by the regulator GACA. We have raised important policy implications for future privatisation transactions, the success of which is crucially dependent on the Kingdom minimising the level of regulatory risk facing potential investors. There are cultural dimensions, human resources strategies and administrative governance issues in addition to the very specific nature of the socio-political environment which are all factors that need to be considered in future privatisation transactions.Item Open Access The environmental case for the high-speed train in the UK: examining the London–Manchester route(Taylor and Francis, 2013-07-26) Miyoshi, Chikage; Givoni, MosheThis article investigates the potential for environmental benefit from the introduction of the High Speed Train (HST) on the London–Manchester route in the UK, focusing on carbon dioxide (CO2) emissions. The lifecycle carbon emission of HST is assessed, and its sensitivity to demand changes is analyzed for several scenarios. Based on the UK Government demand assumptions, the analysis shows relatively limited potential for reduction in CO2 emissions. In 2033, overall CO2 reduction due to HST operation on the route is estimated at 100,000 tCO2 per annum, which is less than 0.1% of the total UK domestic transport emissions in 2007.Item Open Access Estimating tactical surface metering management’s effect on aircraft fuel savings at airport(Elsevier, 2024-01-31) Fukui, Hideki; Miyoshi, ChikageWe estimated the effect of surface metering technology deployed at Charlotte Douglas International Airport (CLT) by the National Aeronautics and Space Administration (NASA) and the Federal Aviation Administration (FAA) on fuel and CO2 savings. We employed a difference-in-differences strategy, covariate-balancing methods, and a fixed-effects model. Furthermore, we used a doubly robust strategy that combines matching with parametric regression using datasets constructed by data-driven approaches, which minimizes discretion in selecting comparison units. Our estimates from the daily panel of US carriers from November 2015 to November 2019 suggested that about 39.156 kg (95% confidence interval (CI) 64.017–13.436) of fuel and 120.599 kg (CI 197.174 kg–41.382 kg) of CO2 could be saved per flight even when the single-engine taxiing rate was as high as 75% during the entire deployment phase. At the same time, our results suggested a concerning pattern: taxi-out time savings generated by the technology diminished over time.Item Open Access The impact of aviation fuel tax on fuel consumption and carbon emissions: The case of the US airline industry(Elsevier, 2016-11-17) Fukui, H.; Miyoshi, ChikageWe examine the effect of an increase in aviation fuel tax on reductions in fuel consumption and carbon emissions using data from the US airline industry. The results of simultaneous quantile regression using an unbalanced annual panel of US carriers from 1995 to 2013 suggest that the short-run price elasticities of jet fuel consumption, which are negative and statistically significant for all quantiles, vary from −0.350 to −0.166. The long-run price elasticities show a similar pattern and vary from −0.346 to −0.166, though they are statistically significant only for the 0.1, 0.2, 0.3, and 0.5 quantiles. The results suggest that the amount of the reduction of fuel consumption and CO2 emissions would be smaller in the longer term. Our calculation, using values from 2012, suggests that an increase in aviation fuel tax of 4.3 cents, which was the highest increase in aviation fuel tax in the US during the analysis period, would reduce CO2 emissions in the US by approximately 0.14–0.18% in the short run (1 year after the tax increase). However, perhaps due to the rebound effect, the percentage reduction in CO2 emissions would decrease to about 0.008–0.01% in the long run (3 years after the tax increase).Item Open Access Improving operations in air transport - Selected papers from the 14th World Conference on Transportation Research(Elsevier, 2017-06-28) Dresner, Martin; Miyoshi, ChikageThe 14th World Conference on Transportation Research (WCTR) was held in Shanghai from July 10–15, 2016. The conference featured over 1000 presentations on all transportation topics, including a dedicated track of presentations on air transport. The papers submitted to the air transport track of the WCTR were subject to a double blind review process. From the papers presented in the air transport track, eight were selected for inclusion in this Journal of Air Transport Management special issue.Item Open Access Measuring the equity effects of a carbon charge on car commuters: a case study of Manchester Airport(Elsevier, 2014-12-23) Miyoshi, Chikage; Rietveld, PietThis papers attempts to quantify the equity effect of a hypothesized economic instrument, a carbon charge on car commuters, for reducing carbon dioxide emissions produced by commuters on airport surface access. Manchester Airport is taken as a case study using staff Survey data from 2008 and 2010. Consumer welfare change is analysed for measuring the equity effects of carbon charge by user group, which considers the changes of travel mode choice, the carbon dioxide emissions reduction, the revenue from a carbon charge and how it is distributed. First, the individual carbon footprint in terms of gram passenger kilometre, and the damage cost of carbon by commuters on airport surface access are estimated. Next, the impact of carbon charge on travel behaviour is investigated by the nested logit model. Finally, the net effect of carbon charges is assessed by travel mode user, gender, job type, and age group. The results show some impacts of the carbon charge on car users and carbon reduction, and the positive effects on lower income group and less carbon commuters. The quantified results provide the evidences for the mitigation policies to combine monetary incentives with disincentives for travel behaviour change, and demonstrate the different equity effects among commuter groups.Item Open Access Measuring the impact of long-haul low-cost carriers on lowering fares: a quasi-experimental design to assess the pre-COVID market(Elsevier, 2022-09-24) Miyoshi, Chikage; Molina-Prados, Jesus RubioThis paper aims to investigate the impact of the introduction of the long-haul low cost carrier in the North Atlantic market to present the competitive situation before the COVID-19. There are a number of challenges in estimating the incremental effect of LH LCC. Therefore, several strategies were taken. Firstly, a difference in differences estimation and propensity score matched methods were employed using six major routes in the North Atlantic market with IATA's ticket sale data from January 2015 to December 2019; a granulated data to present the characteristics of flight and economy class fares. The outcomes indicate that a 17.2–20.6% fare reduction in average on the routes where Norwegian operated during 2015 and 2019 after Norwegian's entry, compared to what it would have happened if they didn't operate. It implies the LH LCC entry lowered fares significantly, and the level of fare competition in the North Atlantic market before the COVID-19 was high. In addition, a certain level of viability as an LH LCC has been implicated. This output can be used for the airline's strategic implication and the policy proposition, particularly when LCC expands the longer routes after the COVID recovery. Frequent and specific (detailed) assessments by market and period are imperative.Item Open Access Network performance and competitive impact of the single hub - A case study on Turkish Airlines and Emirates(Elsevier, 2016-10-15) Logothetis, Michail; Miyoshi, ChikageThis paper introduces a new model for evaluating connectivity at hub airports. The Hub Connectivity Performance Analyser (HCPA), developed in this context, assesses both schedule- and comfort-related attributes of indirect flights and consolidates the results into two indexes: the Hub Connectivity Performance Index (HCPI) and the Hub Efficiency Index (φ). The proposed methodology is used to derive conclusions about the hub performance and efficiency of two modern influential super-connectors: Turkish Airlines and Emirates. Connectivity at Istanbul Atatürk and Dubai International airports is therefore evaluated for the said carriers and their alliance code-sharing partners. Historical growth and key O&D flows targeted by each carrier are identified and benchmarked to establish the competitive impact of their hubs. Findings indicate that Emirates operates an ultra-efficient hub, which has superior performance to that of Turkish Airlines; however, in a market-breakdown basis, the dominance is split between the two carriers. Given that both Istanbul Atatürk and Dubai International operate near capacity, the study concludes that the way forward for both carriers is either to opt for up-gauging their fleet or targeting higher hub efficiency.Item Open Access Passenger choices and preferences for aircraft cabins in a culture-specific case: Japan.(Cranfield University, 2019-10) Uyan, Berkcan; Budd, Thomas; Miyoshi, Chikage; Pagliari, RomanoThis thesis aims to identify the key aspects in the cabin interior and services by focusing on passengers’ preferences and to estimate the willingness to pay for different services and attributes in a culture-specific setting. The scope of the study includes passengers in Japan across all airline business segments for short-haul and medium-haul flights, utilising 2,700 stated preference observations included within a passenger survey conducted in Japan in 2016. While the identification of culture-specific characteristics and trends in Japan are analysed with a qualitative study, choice models and willingness to pay estimates for cabin features and services are revealed with a quantitative study. A stated preference (SP) survey is designed for choice models developed with multinomial and mixed logit models to analyse the results. The study includes two main categories in cabin; cabin interior and cabin services. Key aspects in the cabin interior included in the study are the physical attributes of the cabin in terms of space and seats. For in-cabin services, different levels of technologies including inflight entertainment (IFE), internet connection, and power supply and meal service are considered. A significant difference between medium (3-6 hours) and short- haul (<3 hours) flights is found based on entertainment and seating space along with expected meal services provided (i.e. the willingness to pay for seat pitch is $2.82 for short-haul while it is $12.76 for medium-haul flights). While the overall expectations for in-cabin services are not relatively high in short-haul flights, the results indicate towards high expectations for some attributes in medium-haul flights. These outcomes along with the understanding of Japanese passengers can contribute to the knowledge for an optimal ancillary revenue system, and the cabin interior and configurations in a culture-specific setting. Eventually, they may act as important parameters for the aircraft investment appraisal as a result in a specific region. Through the analysis, the value of seat pitch along with internet connection which can be interpreted as a form of IFE are found to be significant for passengers in Japan. In addition, the difference in the preferences of passengers for short and medium-haul flights are revealed and forecasted for different flight durations to give an insight into the valuation of cabin attributes for longer flights. The results indicate valuable outcomes to be considered based on culture-specific preferences for cabin design and services.Item Open Access Sustainable development and airport surface access: the role of technological innovation and behavioural change.(MDPI, 2013-04-17T00:00:00Z) Ryley, Tim; Elmirghani, Jaafar; Budd, Tom; Miyoshi, Chikage; Mason, Keith J.; Moxon, Richard; Ahmed, Imad; Qazi, Bilal; Zanni, AlbertoSustainable development reflects an underlying tension to achieve economic growth whilst addressing environmental challenges, and this is particularly the case for the aviation sector. Although much of the aviation-related focus has fallen on reducing aircraft emissions, airports have also been under increasing pressure to support the vision of a low carbon energy future. One of the main sources of airport-related emissions is passenger journeys to and from airports (the surface access component of air travel), which is the focus of this paper. Two aspects associated with the relationship between sustainable development and airport surface access are considered. Firstly, there is an evaluation of three technological innovation options that will enable sustainable transport solutions for surface access journeys: telepresence systems to reduce drop-off/pick-up trips, techniques to improve public transport and options to encourage the sharing of rides. Secondly, the role of behavioural change for surface access journeys from a theoretical perspective, using empirical data from Manchester airport, is evaluated. Finally, the contribution of technology and behavioural intervention measures to improvements in sustainable development are discussed.Item Open Access The viability of carbon capture at airports using innovative approaches(Cranfield University, 2022-08-01) Miyoshi, Chikage; Zhu, Mingming; Burgess, Paul; Girkin, Nicholas T.; Clough, Peter T.This report examines the feasibility and opportunities for carbon capture, use and storage (CCUS) at airports using innovative new technologies. CCUS provides a range of approaches that could help airports to move towards net zero greenhouse gas (GHG) emissions. CCUS technologies can be categorised into those that depend on engineering, and those that are nature-based. The feasibility and opportunities of both approaches were examined in the context of four case study airports, using GHG emissions data from 2019.