• Journal of Korea Port Economic Association
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• v.31 no.3
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• pp.93-105
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• 2015

The purpose of this study is to outline the strategic implications of a structure analysis and trends of transferred air cargoes for the main airports of the North Asian region for 13 years from 2000 to 2012. To do so, it analyses the concentration levels using a Gini coefficient and Hirschmann Herfindahl index and represents the competitive positioning with regard to the main East Asian airports using the BCG framework and shift-share analysis. Currently, the concentration level is getting weaker in response to the emergence of Chinese airports in the north-east region. It is likely that the steady growth of air cargo of Shanghai airport (PVG) has caused the increase in concentration levels in the region. Seoul airport (ICN) may be directly in competition with PVG for air cargo in the region, giving consideration to reducing or maintaining an average increase ratio of air cargoes of ICN, NRT (Tokyo), and KIX (Osaka) for same period. In the same sense, the average increase in ratio for ICN for same period yields 1.3%, which is far behind the 6.2% and 5.2% of the north-east region and PVG respectively. Additionally, shift-share effect analysis indicates that ICN lost 422,180 tons in the north-east region during the same period, suggesting that transferred cargoes might have been forwarded to PVG.

• Journal of Korean Society of Transportation
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• v.35 no.3
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• pp.247-259
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• 2017

This study analyzed the network of low cost carriers (LCCs) to investigate the structural characteristics of airport networks. 71 LCCs in Asian major airports from January 2010 to January 2016 were queried from the SRS Analyzer Schedule Database of IATA's Airport Intelligence Service, and analyzed international routes excluding domestic flights. We analyzed the network connection mechanism focusing on Incheon International Airport, Hong Kong, Singapore, Narita, Kansai, Pudong, Kaohsiung, Gimpo and Jeju airports as well as structural changes in the LCC network using four centrality analysis concepts. The outcomes showed that the LCC network is formed in these airports and the density of connectivity to other airports increased. In recent years, LCC has launched LCCs-Alliances and would be considered to operate a hub-and-spoke network.

• Journal of Korean Society of Transportation
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• v.25 no.2 s.95
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• pp.27-37
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• 2007

This research has been carried out for assessing the competitiveness of the major Asian airports based on the quality of service provision. Five airports were selected for evaluation: Hong Kong, Singapore Changi, Tokyo Narita, Bangkok Don Muang, and Seoul Incheon International Airport. For evaluation of these selected airports, AHP and IPA techniques were applied. Five main factors were defined through a literature review of previous studies: concreteness, convenience, economic efficiency, respondency, and accessability. Hong Kong International Airport had the strongest airport in the Asian region, followed by Incheon International Airport. The least competitive airports were Bangkok and Tokyo Narita International Airport in regards to users' perception for the provision of services at the airport.

• Journal of Korean Society of Transportation
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• v.22 no.4 s.75
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• pp.7-18
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• 2004

There have been various research in analyzing airport productivity such as measuring total factor productivity using the models of translog cost function. DEA(Data Envelopment Analysis) model is very useful in measuring productivity with linear programming when the output is not clearly identified and measured quantitatively in such complex facilities as airport. This study is to measure airport productivity using DEA approach for Northeast Asia. Seven international airports were analyzed including Incheon International Airport in Korea, Cheklapkok Airport in Hongkong, Narita Airport in Japan, and Changi Airport in Singapore. With the productivity measured, we can identify one of the important aspects of comparative advantage in hub competition in Asia.

• Journal of Korean Society of Transportation
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• v.28 no.1
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• pp.7-14
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• 2010

As globalization is making rapid progress, place of international trade based on seaports is changing to airports, which make logistic function in airport getting more important. Airports are required to serve as social overhead capital representing economies of scale as well as a logistic hub for integrating production, sales and transport for multinational corporations. In order to keep regional airport hub, many strategies are required such as development of hinterland and competitive advantage strategies. This paper tried to find determining factors to be a hub airport and competitiveness for hubbing, using the data from Incheon, Narita, Kansai, Nagoya, Singapore-Changi and Taipei airports. As the result of making an analysis of competitiveness of airports and competitive ranking excluding hinterland factors.

• Journal of Korean Society of Transportation
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• v.21 no.3
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• pp.37-46
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• 2003

Over the last few years, the major airports in Asia have been operating at or close to their capacity. As a result, Korea, Japan, China, Hong Kong, Thailand, Malaysia, and Indonesia decided to expedite the development of new airports. Accordingly, some of the existing airports have been completely used as other functions or purposes and the others operated as a domestic airport. In the latter case, re-development plans are needed for idle facilities. This paper evaluates the alternative options for re-development of idle airport facilities of Seoul Gimpo International Airport. The proposed methodology makes it possible to provide a practical and applicable evaluation of airport re-development plan. In particular, it can take into account the qualitative aspects of different interesting groups such as airport experts. passengers and airport peripheral community. The interview was conducted in order to obtain the different groups' view. To evaluate and select the best option of the airport re-development, this study adopted a fuzzy linguistic approach.

• Journal of Korean Society of Transportation
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• v.25 no.5
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• pp.125-133
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• 2007

Through open-sky policy, USA and European selected market principle of multiuser. However, in Asian case, major airlines monopolize airports. It is purpose that analyzes fare competition of Asian Hub Airport and the position of Incheon airport in Asia. Passengers required longer time and distance to go to the destination because direct flights decreases. But passengers increased in airport every year. Because of routes that decrease, airlines provide more services of flights. So airlines prefer to Hub Airports. As a result, both passengers and airlines are profitable by various routs and the increased frequency. On the assumption that distance and fare are related, the final formula is as following that defined the air fare from hub(H) to destination(Z) by logarithm. Analysis showed that log Rdist is not 1 but 0.08. As distance increases, fare doesn't increase. If distance from hub to destination airports is longer, Log dist_HZ is negative. It is that fare decreases from origin to destination via hub or that fare increases from hub to destination. HHI_HZ and HHI_AZ are negative. It means that if the degree of monopolization of hub and origin airports is lager, fare decreases from origin to destination via hub. Or fare increases from hub to destination. And it compares the Incheon airport with the other Asian hub airports and it examines the competitive fare by market division. As compared with the Incheon airport, Singapore, Beijing and Narita airports are higher fares. They compete with the other ones by Asian hub airports. But Hong Kong and Taipei airports must have more passengers through fare competition yet.

• Journal of Korean Society of Transportation
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• v.32 no.2
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• pp.162-169
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• 2014

This study dealt with the airport network applying the Structural Equivalence which has used in the field of social science network. It analyzed the size of aviation market and trade exchanges. The results between blocks through the Convergence of Iteration Correlation are as follows; Block 1 (major hub airport) and Block 5 (Australian and New Zealand airports) have a strong relationship between other blocks. Block 3 (CIS region) and Block 7 (Malaysia and Indonesia) have been indicated as relatively low degree. The structural equivalence analysis can be grouped as a small number of blocks with large and complex networks and also presented a significant result according to the nature of the relationship between aviation market and the level of trade exchanges.

• Journal of Advanced Navigation Technology
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• v.1 no.1
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• pp.81-94
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• 1997

The construction of Incheon International Airport(IIA) was planned in order to meet the national air transport demand which has been rapidly increased, and to be a major hub airport in Northeast Asia. However, it is inevitable to compete with Japanese airports because Japanese government also planned to expand greatly the airport capacity in Tokyo area and Kansai Airport in Osaka area. Since a hub airport should have convenient connecting flights to spoke cities, it is required for IIA to have plenty of short-haul flights to the cities around Seoul, for example, to the cities in East China, Japan and other East Asian countries. IIA authority and Korean national air carriers should coordinate to develop air transport demand for short-haul international route and establish efficient hub-spoke flight schedules. This would be a essential precondition to function as a hinterland hub in Northeast Asia. Reflecting the geographical position, the function as a hourglass hub could be possible, if IIA is utilised by major airlines as a bridge to connect passengers between cities in Southeast Asia and 'cities in North America. To be a successful hourglass hub, the Korean national carriers must try to engage in the joint operations or the alliances with the major airlines of Southeastern countries or North American countries. All of these could be accomplished through the cooperation among government, airport and national air carriers.

• Proceedings of the KOR-KST Conference
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• 1998.10b
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• pp.452-452
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• 1998

1. 세계 항공시장의 동향 ○ 항공운송산업의 규제완화 및 항공자유화 추세의 확산 -78년 미국의 규제완화 이후 유럽, 대양주, 아시아 등으로 파급 ○ 미국의 항공자유의 정책(Open skies Policy)은 EU의 역대 완전자유화와 함께 세계항공시장의 자유화 촉진 ○ 항공사간 전략적 제휴의 확산 -British Connection, Star Alliance, Southern Comfort, Dutch Treat 등 4대 범세계적 제휴가 결성 또는 추진 중. 2. 우리나라 항공운송산업의 현황 ○ 세계 10위권 항공운송국가로 성장 -화물 세계5위, 여객 11위(97 ICAO통계) -김포공항은 97년 중 36.5백만명 처리로 세계9위 차지 ○ IMF체계의 영향과 경영수지 변화 추이 -98년 내국인 출국자는 감소하였으나, 외국인 관광객은 증가(10.8%) * 98. 1∼8전년대비 수송수요 국제선 17%, 국내선 26% 감소 -97년 양 항공사 적자규모 약 4,000억원으로 대폭 증가, 98상반기 회복추세. 3. 21세기 국제항공정책 방향 ○ 적극적인 항공시장 개방정책 추진과 역내 주요도시간 셔틀화 ○ 세계 주요 항공사와의 전략적 제휴를 지원하여 세계항공시장에서의 경쟁력 제고 * KAL-이, AAR-AA -인천국제공항의 HUB화 추진(민간 경영기법 도입, 항공개방정책 등) ○ 항공사가 최적의 노선망과 경제성을 갖도록 하는 적정 성장방안 강구 ○ 선진국 수준의 획기적 항공안정 체계 확립