Academic literature on the topic 'Air transport demand'
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Journal articles on the topic "Air transport demand"
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Pitfield, D. E. "Predicting Air-Transport Demand." Environment and Planning A: Economy and Space 25, no. 4 (April 1993): 459–66. http://dx.doi.org/10.1068/a250459.
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In this paper, the efficiency of autoregressive integrated moving average (ARIMA) and regression models in simulating air-transport passengers by route are compared and constrasted. It is concluded that ARIMA models are far superior not only in their simulation capabilities but also in their applicability to such data. In the context of the UK Civil Aviation Authority's approach to forecasting, it is suggested that ARIMA models, including those with intervention terms, bear closer examination.
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Aderamo, Adekunle J. "Demand for Air Transport in Nigeria." Journal of Economics 1, no. 1 (July 2010): 23–31. http://dx.doi.org/10.1080/09765239.2010.11884921.
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Bonvino, Enzo, Michele Ottomanelli, and Domenico Sassanelli. "Sketch Models for Air Transport Demand Estimation." Transportation Research Record: Journal of the Transportation Research Board 2106, no. 1 (January 2009): 1–11. http://dx.doi.org/10.3141/2106-01.
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Endrizalová, Eva, and Vladimír Němec. "Demand for Air Travel." MAD - Magazine of Aviation Development 2, no. 12 (November 15, 2014): 15. http://dx.doi.org/10.14311/mad.2014.12.03.
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<span style="font-family: 'Times New Roman','serif'; font-size: 10pt; mso-fareast-font-family: 'MS Mincho'; mso-ansi-language: EN-GB; mso-fareast-language: EN-US; mso-bidi-language: AR-SA;" lang="EN-GB">This article describes the demand elasticity of air transport and algorithm of demand modelling that is used as part of reservation system. The next section explains Quantitative Share Index that quantifies the market share for each carrier in the monitored market and Herfindahl Hirschman Index that quantifies the concentration of service providers in this market. The last chapter describes the choices of air travel itinerary.</span>
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Divisekera, Sarath. "Interdependencies of demand for international air transportation and international tourism." Tourism Economics 22, no. 6 (December 2016): 1191–206. http://dx.doi.org/10.1177/1354816616669007.
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This article analyses the interdependency of demand for two of the leading traded services globally: international travel (transportation) and international tourism. Based on the Almost Ideal Demand System, the study models transport and tourism demand simultaneously for a range of countries: Australia, New Zealand, the United States and the United Kingdom. Overall, tourism demand is found to be more expenditure and price-elastic than is the demand for transport services to the same destination. The cross-price elasticities indicate significant interdependencies of demand between transport and tourism, and between destinations. Overall, the cross-price elasticities confirm the complementarity between transport demand and tourism demand. However, in the cases of the UK demand for the United States and the US demand for the United Kingdom, substitutability between the two demand types is found.
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Al-Mofleh, Anwar, Soib Taib, and Wael A. Salah. "MALAYSIAN ENERGY DEMAND AND EMISSIONS FROM THE TRANSPORTATION SECTOR." TRANSPORT 25, no. 4 (December 31, 2010): 448–53. http://dx.doi.org/10.3846/transport.2010.55.
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Road transport represents one of the greatest areas of challenge for energy efficiency. A growing percentage of petrol usage is due to consumption in the transportation sector. However, in other sectors, petrol has been recently partially or totally substituted by other fuels. The need for worldwide action to achieve energy efficiency in the transportation sector has been recognized by the agencies of the United Nations and other international governmental and non‐governmental organizations. Transportation is one of the key factors for the growth and development of Malaysian economy. Currently, more than 80% of primary energy consumption based on fossil fuels and demand stays high and is supposed continually grow in the future. Even if technology developments eventually able to reduce specific consumption, world energy demand is likely to increase in line with its population. This sector also accounts for a substantial amount of air pollution in cities and contributes significantly to greenhouse gas emissions. This paper aims to analyze factors influencing the pattern and emission level of energy consumption in the transportation sector of Malaysia and extrapolates the total energy demand and vehicular emissions.
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Zhukov, V. E. "Demand Analysis Models for Passenger Air Transportation." World of Transport and Transportation 18, no. 1 (December 7, 2020): 134–44. http://dx.doi.org/10.30932/1992-3252-2020-18-134-144.
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Analysis of demand for air transportation is a key business process around which each airline develops strategic and operational plans. Based on the demand forecast, strategic plans for development of the airline’s route network are developed, as well as budgeting, financial planning, sales and marketing plans, aircraft fleet planning, risk assessment and plans to overcome their consequences. Demand analysis also facilitates important management activities, such as decision-making, performance evaluation, and reasonable allocation of resources in specific and uncertain conditions for development of the air transport system. Based on the specific requirements of the airline or in relation to a specific airline, an individual demand forecasting model can be developed. Such a model is an extension or a combination of various qualitative and quantitative methods for forecasting demand. The task of developing a custom model is often iterative, highly detailed, and driven by expert knowledge and can be accomplished by introducing suitable demand management software. The task stated in the article is not a staging task for building a model, but only offers to study the available theoretical material for the analysis of demand for air transportation based on the most famous models for forecasting demand for transportation. The method of scientific research of the problem posed in the article is the method of scientific analysis of existing models. Offer and demand for air transport services are reciprocal but asymmetric. Although the realized demand for transportation cannot take place without an appropriate level of supply, an air transport service can exist without appropriate demand. This is often found in projects that are developed with a margin that meets the expected level of demand, which may or may not be realized, or it may take several years to be realized. Regular air transport services form a supply that exists even if demand is insufficient. Several models presented in the article emphasize the conditions in which there is supply saturation, and on the other hand, the models in which demand is formed due to the mutual attractiveness of the entities that form demand are considered.
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Tang, Zhe. "Construction of Internal and External Environmental Management System of Human Resources in Civil Aviation Institutions Based on System Dynamics." Mathematical Problems in Engineering 2022 (June 22, 2022): 1–10. http://dx.doi.org/10.1155/2022/3003709.
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The basic investment needed for the development of civil aviation transportation has a long period, large investment, and strong exclusivity. The quantity of fixed investment should match the scale of the stage of civil aviation development. Scientific demand forecasting is the basis of reasonable planning of civil aviation infrastructure and fleet construction. Based on the principle of system dynamics, this paper analyzes the internal and external influencing factors of air passenger transport demand, and establishes a system dynamics model between civil aviation passenger transport market demand forecast and human resource management system. Using the model, based on the level of economic and social development, it is predicted that the demand for air passenger transport will reach 1 billion passengers around 2024. The demand system dynamics model of civil aviation passenger transport market has universal applicability and long-term effectiveness for the derived long-term demand forecast and analysis of civil aviation transportation. The results show that based on the derivative characteristics of air transport demand, the demand influencing factors of air passenger transport market can be divided into external and internal factors, which are mainly affected by population, economy, residents’ consumption level, air-rail competition, and other factors. Internal factors mainly include ticket price and service level.
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Hoyos, Diana Tascón, and Oscar Díaz Olariaga. "Behavior of Air Passenger Demand in a Liberalized Market." Transport and Telecommunication Journal 21, no. 1 (February 1, 2020): 1–14. http://dx.doi.org/10.2478/ttj-2020-0001.
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AbstractThis article analyzes the behavior of the demand of domestic and international air passengers in a context of liberalized air transport market and with a total deregulation of airfares (using as case study the Colombian air transport market), and where it is also contemplated the influence, on this demand, of several factors of diverse origin (economic, market / competition and geographic). And due to the complexity of the air transport system, the use of System Dynamics is considered appropriate as an analysis tool. The main results indicate a convergence (in the study period) to a stabilization status of the load factor, which suggests that the air operators were able to better understand the behavior of the demand and thereby better adjust their supply.
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Ozan, Cenk, Özgür Başkan, Soner Haldenbilen, and Halim Ceylan. "Modelling Domestic Air Transport Demand and Evaluating under Scenarios." Pamukkale University Journal of Engineering Sciences 20, no. 9 (2014): 319–23. http://dx.doi.org/10.5505/pajes.2014.95866.
Full textDissertations / Theses on the topic "Air transport demand"
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Belova, Alexandra. "Estimation of consumer demand on the air transport market." Thesis, Paris 1, 2018. http://www.theses.fr/2018PA01E040/document.
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Une des particularités du marché des compagnies aériennes est la grande divergence des prix des billets pour les mêmes vol. Cela reflète principalement l'incapacité des entreprises à modifier facilement les volumes de production et/ou à les stocker. Le développement et l'utilisation des modèles de "yield management" (modèles d'attribution des sièges) ont été centrés sur les compagnies aériennes proposant différents types de tarifs pour un même vol. L'objectif de cette thèse est de construire un certain nombre de modèles économiques pour expliquer la dispersion des prix sur le marché du transport aérien à partir de différents points de vue. Dans le chapitre 3, je crée un modèle de prix direct qui explique comment différentes caractéristiques du produit et du consommateur influencent le niveau de prix. Le chapitre 4 est consacré aux différences de niveau de prix du point de vue de la concurrence. Dans un jeu stratégique où les entreprises se font concurrence, ! 'ensemble de stratégies rationalisables pour chaque joueur implique toutes les meilleures réponses aux décisions des autres. Ce chapitre propose un test empirique de l'existence de l'équilibre de Nash unique dans un oligopole de Cournot. Dans le chapitre 5, je traite le marché des passagers aériens comme un marché différenciant les produits et applique un modèle logit multinomial pour calculer les élasticités-prix. Le modèle logit (mettant particulièrement l'accent sur l'hétérogénéité des consommateurs) estime de quelle manière les différentes caractéristiques du produit influencent les parts de marchéNowadays one of peculiarities of the liberalized airline market is a huge divergence of ticket prices for the same flights. Mostly it reflects the companies' being unable to easily change the volumes of production or/and store them. The development and use of the yield management models (seat allocation models) have centered on airlines offering a variety of different types of fares for travel on the same flight. The goal of this dissertation is to construct a number of economic models to explain the price dispersion on the airline market from the different points of view. In Part 3, I create a direct price mode! which explains how different product and consumer characteristics influence the price level. It is shown how different attributes like the moment of ticket reservation, ticket class, weekday of the departure and number of coupons define the price and how it corresponds to the consumer characteristics (gender, income, age, etc.). Part 4 is devoted to the differences of the price level from the competition point of view. In a strategic game where firms compete against each other the set of rationalizable strategies for each player entails ail the best responses to the others' decisions. This chapter proposes an empirical test of the existence of the unique Nash equilibrium in a Cournot oligopoly. In Part 5 I treat an airline passenger market as a market with the product differentiation and apply a multinomial logit model to calculate price elasticities. The logit model (with a special focus on the consumers heterogeneity) estimates how the different product characteristics influence the market shares
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Alsalous, Osama. "Global Demand Forecast Model." Thesis, Virginia Tech, 2016. http://hdl.handle.net/10919/78331.
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Air transportation demand forecasting is a core element in aviation planning and policy decision making. NASA Langley Research Center addressed the need of a global forecast model to be integrated into the Transportation Systems Analysis Model (TSAM) to fulfil the vision of the Aeronautics Research Mission Directorate (ARMD) at NASA Headquarters to develop a picture of future demand worldwide. Future forecasts can be performed using a range of techniques depending on the data available and the scope of the forecast. Causal models are widely used as a forecasting tool by looking for relationships between historical demand and variables such as economic and population growth. The Global Demand Model is an econometric regression model that predicts the number of air passenger seats worldwide using the Gross Domestic Product (GDP), population, and airlines market share as the explanatory variables. GDP and Population are converted to 2.5 arc minute individual cell resolution and calculated at the airport level in the geographic area 60 nautical miles around the airport. The global demand model consists of a family of models, each airport is assigned the model that best fits the historical data. The assignment of the model is conducted through an algorithm that uses the R2 as the measure of Goodness-of-Fit in addition to a sanity check for the generated forecasts. The output of the model is the projection of the number of seats offered at each airport for every year up to the year 2040.Master of Science
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Hasheminia, Hamed. "Essays in estimating air transport demand processes and the formation of oligopolies." Thesis, University of British Columbia, 2012. http://hdl.handle.net/2429/43422.
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This dissertation studies three different topics in estimating air transport demand processes and the formation of oligopolies. Chapter 1 provides an overview of the thesis.
Chapter 2 investigates the sensitivity of demand for air travel by singleton passengers, couples, and families. It examines how the demand for air travel by these groups is potentially different. In this study, a compound Poisson structure of the demand of different passenger groups is considered and aggregate demand observations and decompounding techniques are used to estimate demand sensitivity of each group of customers to price, time, season, and the economic cycle. The methodology is applied to Canadian market data and the results indicate there are significant differences among the different groups of customers.
In Chapter 3 a new decompounding procedure based on rudimentary number theory is developed. The advantages and disadvantages of this new framework are discussed, and the efficiency of these methodologies for certain class of problems is demonstrated. The framework is capable of decompounding when group sizes are either pairwise co-prime or composed of two elements. Under some conditions, the methodologies are generalized to cases where data are recorded in non-equal intervals. It is also not dependent on a restrictive assumption of having some zero observations that exists in conventional decompounding algorithms such as the Panjer recursion algorithm.
Chapter 4 shows how hierarchical decision making and franchising is used as a fine-tuned strategy for brands to both compete aggressively and softly. In a hierarchical decision making process, as a part of long-run plan, the head office of a brand first decides on how many franchises they will grant. At the second stage, the flagships or company owned divisions decide on their level of output and lastly franchises decide how much to produce.
We show brands can use this strategy both as a commitment not to compete fiercely with other brands who share the same cost efficiency and to credibly threaten or possibly keep the inefficient brands out of the market. The efficient brands’ incentive to pre-empt the competition is high when either the market size is small or their cost advantage is substantial.
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Rwunguko, Jean d'Amour. "Quantification of transport demand of hybrid lighter than air in Rwanda through stated preference methods." Thesis, Stellenbosch : Stellenbosch University, 2015. http://hdl.handle.net/10019.1/96931.
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Thesis (MSc)-- Stellenbosch University, 2015.ENGLISH ABSTRACT: Today, development of innovative modes of transport is taking place in order to accelerate the economic growth of transport users as well as reducing the environmental pollution, through an improved transport system. These new transport modes are associated with advances in modern technologies that are able to provide solutions to different problems in the transport industry of developing countries. This research was motivated by the cost reduction and environmental benefits, accruing from the use of new technology of Hybrid Lighter Than Air (HLTA) transport mode. The intention then, was to evaluate the modes choice preference of transport users in the case where the HLTA is introduced in Rwanda. The new mode of HLTA is believed to make a contribution in solving transport challenges stemming from the fact that Rwanda is a landlocked country. The landlockedness is associated with lack of access to seaports, remoteness and isolation from major markets. This continues to impede the development of the country and the problem is exacerbated by the fact that, road transport mode dominates the transport operations in Rwanda. From an economic point of view, road transport causes high transport economic costs for both passengers and freight, and increases, to a large extent, environmental pollution. In order to achieve the transport users’ modes choice preferences, this study has developed and used an efficient survey design process of Stated Preference. Drawing from current literature, Stated Preference is an accurate tool for data collection of studies that relate to choice preferences. This technique made it possible to design questionnaires by hypothetically creating choice games using three attributes; i.e. In Vehicle Travel Time, Waiting Time and Travel Cost for available alternative modes of transport. Thereafter, the collection of data took place by interviewing the transport users of three routes that accommodate heavy traffic in the study area, Rwanda. The SPSS version 21 computer programme was used to analyse mode choice preference data and then for a matter of checking the results, STATA S/E 11.1 was used. Among the results, these computer programmes reported coefficients of attributes and these were applied in the Binomial logistic regression mathematical structure in the model building process. The model refinement and validation processes that followed, have suggested a removal of Waiting Time from the explanatory variables. This was due to poor performance that Waiting Time has demonstrated in terms of prediction and significance. Then, magnitudes of utilities of models were determined based on the two remaining variables. The choice probability value of each alternative on different routes was calculated; and thus transport demand of each mode was quantified. According to the results, transport users in Rwanda would prefer and use HLTA in case it starts operating. For both cargo and passenger transport, HLTA was chosen above other modes set into choice process, with probabilities of 79.7%, 86.1%, and 58% for HLTA-Passenger on long, medium and short routes respectively and 71%, 56% and 77% for HLTA-Cargo on long, medium and short route respectively. The passenger transport volume share of HLTA-Passenger projected in the year 2014 was found to be 6269256 passengers against a total annual passenger traffic demand of 7941752 passengers on the three routes considered. The annual freight volume of HLTA-Cargo was 10947921 tonnes against a total of 16935637 tonnes on all the routes considered. These high demand volumes of HLTA were due to high choice probabilities which in turn, were due to small values of attributes that HLTA has got compared to those of other modes. It is, therefore, proposed that more research should be conducted to study the viability of HLTA use in Rwanda. While doing so, such studies should consider issues of economic viability, environmental benefit research and other studies engaging demand data, since these data items would be published as the main results of this current work.
AFRIKAANSE OPSOMMING: Die ontwikkeling van innoverende vervoermiddels vind deesdae plaas ten einde die ekonomiese groei van die gebruikers van vervoer te versnel, asook om maniere te soek om omgewingsbesoedeling te bekamp deur die verbetering van vervoerstelsels. Hierdie nuwe vervoermiddels word geassosieer met vooruitgang in moderne tegnologie, wat ten doel het om oplossings te voorsien vir verskeie probleme in die vervoerindustrie van ontwikkelende lande. Hierdie navorsing is gemotiveer deur kostevermindering en omgewingsvoordele, wat uit die gebruik van die nuwe tegnologie van Hibriede Ligter as Lug vervoermiddels (lugskip) voortspruit. Die bedoeling was dan om die keuse van vervoermiddelvoorkeure deur gebruikers, te evalueer ingeval die bogenoemde lugskip in Rwanda as vervoermiddel implementeer sou word. Daar word beweer dat hierdie nuwe lugskip vervoermiddel ‘n aandeel sal hê om die vervoeruitdagingsprobleme van Rwanda, wat landingeslote is, te help oplos. Hierdie landingeslotenheid word geassosieer met ‘n gebrek aan toegang tot seehawens, afstand en afsondering van groot markte. Voorts belemmer dit die ontwikkeling van die land en die probleem word vererger deur die feit dat padvervoer die vervoer bedrywighede in die land oorheers. Padvervoer veroorsaak hoë vervoer onkoste in die land se ekonomie, vir beide passasiers- en vragvervoer, en daar is ‘n aansienlike toename in omgewingsbesoedeling. Ten einde die vervoergebruikers se vervoermiddelkeuse voorkeure te bereik, het hierdie studie 'n doeltreffende opname-ontwerp proses van Verklaarde Voorkeur ontwikkel en gebruik. Uit kennis van huidige literatuur, word aanvaar dat Verklaarde Voorkeur 'n akkurate instrument is vir data-versameling vir studies wat verband hou met die keuse van voorkeure. Hierdie tegniek het dit moontlik gemaak om vraelyste te ontwerp deur die hipotetiese skepping van keuse speletjies wat drie eienskappe gebruik, naamlik In-Voertuig Reistyd, Wagtyd en Reiskoste vir beskikbare alternatiewe vervoermiddels. Daarna het dataversameling plaasgevind deurdat onderhoude met vervoergebruikers van drie swaarverkeerroetes in Rwanda gevoer is. Die SPSS weergawe 21 rekenaarprogram is gebruik om die vervoermiddel-keuse voorkeurdata te analiseer, en daarna, ten einde die uitslae te ondersoek, is die STATA S/E 11.1 program gebruik. As deel van die uitslae het hierdie rekenaarprogramme berig oor eienskappe van koëffisiënte. Hierdie uitslae is toegepas in die Binomiale logistieke regressie wiskundige struktuur in ‘n modelbou-proses. Die model validasieproses wat gevolg het, het voorgestel dat wagtyd weggelaat word as een van die verklarende veranderlikes. Dit was as gevolg van swak prestasie wat wagtyd getoon het in terme van voorspelling en betekenis. Daarna is groottes van modelle se nuttigheid bepaal op grond van die twee oorblywende veranderlikes. Laastens is die keuse waarskynlikheidswaardes van elke alternatief op verskillende roetes bereken, en sodoende is die vervoeraanvraag van elke vervoermiddel gekwantifiseer. Volgens die uitslae sou vervoergebruikers in Rwanda die lugskip as vervoermiddel verkies en gebruik, indien dit implementer sou word. Vir beide vrag- en passasiersvervoer, is die lugskip bo ander vorme gekies wat in die keuse proses beskikbaar was, met waarskynlikhede van 79.7%, 86.1%, en 58 vir lugskip-passasier op 'n lang, medium en kort roete onderskeidelik, en waarskynlikhede van 71%, 56% en 77% vir lugskip-vrag op die lang, medium en kort roetes onderskeidelik. Die projeksie van die passasier vervoer volume gedeelte van lugskip-passasier vir die jaar 2014 het bevind dat 6269256 passasiers uit 'n totale passasiersverkeer aanvraag van 7941752, geprojekteer vir 2014, op die drie oorweegde roetes voorspel was. Die vrag volume van lugskip-vrag was 10947921 ton, teenoor 'n totaal van 16935637 ton op al die oorweegde roetes. Hierdie hoë aanvraag volumes van lugskip vervoer was as gevolg van hoë keuse waarskynlikhede wat op hul beurt, as gevolg van die klein waardes van eienskappe van die lugskip in vergelyking met dié van ander vervoermiddels veroorsaak is. Die voorstel is dus dat meer navorsing gedoen moet word om die lewensvatbaarheid van die gebruik van lugskip vervoer in Rwanda te bestudeer. Terselfdertyd moet sodanige studies kwessies oorweeg wat die ekonomiese lewensvatbaar van die vervoermiddel ondersoek, voordele vir die omgewing inhou en ander studies waar aanvraagdata oorweeg word, aangesien sulke data alreeds gepubliseer sal wees as die belangrikste resultate van hierdie huidige studie.
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Yazici, Riza Onur. "Air Passenger Demand Forecasting For Planned Airports, Case Study: Zafer And Or-gi Airports In Turkey." Master's thesis, METU, 2011. http://etd.lib.metu.edu.tr/upload/12612933/index.pdf.
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The economic evaluation of a new airport investment requires the use of estimated future air
passenger demand.Today it is well known that air passenger demand is basicly dependent on
various socioeconomic factors of the country and the region where the planned airport would
serve. This study is focused on estimating the future air passenger demand for planned
airports in Turkey where the historical air passsenger data is not available.For these
purposses, neural networks and multi-linear regression were used to develop forecasting
models.
As independent variables,twelve socioeconomic parameters are found to be significant and
used in models. The available data for the selected indicators are statistically analysed and it
is observed that most of the data is highly volatile, heteroscedastic and show no definite
patterns. In order to develop more reliable models, various methods like data transformation,
outlier elimination and categorization are applied to the data.Only seven of total twelve
indicators are used as the most significant in the regression model whereas in neural network
approach the best model is achieved when all the twelve indicators are included. Both
models can be used to predict air passenger demand for any future year for Or-Gi and Zafer
Airports and future air passenger demand for similar airports.
Regression and neural models are tested by using various statistical test methods and it is
found that neural network model is superior to regression model for the data used in this
study.
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Ng, Wai-leung Weland, and 伍偉良. "A study of the impact of SARS on air transport demand in Hong Kong: the case of Cathay Pacific Airways." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2004. http://hub.hku.hk/bib/B29831489.
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Dasgupta, Amrita. "Modelling the energy demand for transport in Sub-Saharan Africa : World Energy Outlook as a Case Study." Thesis, KTH, Skolan för industriell teknik och management (ITM), 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-300137.
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Energy demand projections are essential tools that enable policymakers, engineers, scientists, stakeholders and investors to assess the future energy needs of a country and understand the technical, economic, social and environmental costs associated with meeting this demand. Such tools become further indispensable in the case of developing countries, where past consumption trends alone cannot indicate the trajectory of their future energy demand. Transport is one of the largest consumers of energy among all the end-use sectors. In 2018, it accounted for almost 29% of the total final consumption (TFC) of energy and 65% of oil consumption in the world [1]. A key ingredient for economic growth, mobility is indispensable for access to employment, education, health care and other services and operating industrial and trade activities. This report describes an energy demand model of the transport sector for selected countries in Sub-Saharan Africa. The countries modelled are Angola, Côte d’Ivoire, Democratic Republic of the Congo, Ethiopia, Ghana, Kenya, Mozambique, Nigeria, Senegal, South Africa and Tanzania. With the exception of South Africa, the transport sector in the focus countries is largely underdeveloped and outdated. Road transport dominates the energy demand for transport in the region today and this trend is projected to continue to 2040. The ownership of cars increases rapidly, especially in cities, but this growth starts from very low levels as the region is home to countries with the lowest ownership rates in the world. As in the case of emerging Asian economies, the fleet of two- and three-wheelers growsiiifaster than that of cars and a significant share of this growth comes from rural areas. Aviation is the largest non-road consumer of energy and this continues to 2040 as a consequence of rising GDP and rapid urbanisation. Rail and navigation lag behind current global levels but are projected to develop significantly to aid in achieving the industrialisation goals set out by the African Agenda 2063. In its current state, the sector faces major challenges like inadequate and poorly maintained infrastructure, dealing with increasing traffic congestion in cities, large-scale imports of second-hand vehicles with poor emission standards that affect air quality in cities, lack of safe and formally operated public transportation systems and insufficient consideration for the different mobility needs of women. Sound policymaking and investments in infrastructure have the potential to overcome or significantly reduce the severity of most of these challenges in the future.Energibehovsprognoser är grundläggande verktyg som möjliggör för beslutsfattare, ingenjörer, forskare, intressenter och andelsägare att bedöma framtida energibehov för ett land och förstå de tekniska, ekonomiska och de miljömässiga kostnaderna förknippade med att möta detta behov. Dessa verktyg är än mer oumbärliga i fallet för utvecklingsländer, där tidigare förbrukningstrender enskilt inte kan indikera den framtida utvecklingen av energibehoven. Transport är en av de största förbrukarna av energi utav alla slutanvändningssektorer. Under 2018 stod den för nästan 29% av den totala slutförbrukningen (TFC) av energi och 65% av oljekonsumtionen i världen[1]. Som en nyckelingrediens för ekonomisk tillväxt är rörlighet oumbärligt för åtkomst till anställning, hälsovård och andra tjänster och drift av industri och handelsaktiviteter. Den här rapporten beskriver en energibehovsmodell av transportsektorn för utvalda länder i subsahariska Afrika. Länderna som har modellerats är Angola, Elfenbenskusten, Demokratiska Republiken Kongo, Etiopien, Ghana,Kenya, Mozambique, Nigeria, Senegal, Sydafrika och Tanzania. Undantaget Sydafrika så är transportsektorn i de utvalda länderna i stora delar underutvecklad och föråldrad. Vägtransporter dominerar energibehoven för transport i regionen idag och den här trenden förväntas pågå fram till 2040. Ägandet av bilar ökar kraftigt, framförallt i städer, men den här tillväxten sker från väldigt låga nivåer då länderna i regionen tillhör den grupp länder med lägst ägande i världen. Som är fallet med växande ekonomier i Asien, så växer flottan av två- ochivtrehjulingar snabbare än den för bilar och en signifikant andel av den tillväxten sker i lantliga områden. Flyg är den största förbrukaren utanför vägarna vilket förväntas fortsätta fram till 2040 som en konsekvens av växande BNP och snabb urbanisering. Järnväg och sjöfart släpar efter aktuella globala nivåer men förväntas att utvecklas signifikant för att uppfylla industrialiseringsmålen som finns uppsatta av African Agenda 2063. I det aktuella stadiet, så möter sektorn stora utmaningar som otillräcklig och dåligt underhållen infrastruktur, ökade trafikstockningar i städer, storskalig import av andrahandsfordon med dåliga utsläppsstandarder som påverkar luftkvaliteten i städerna, avsaknad av säker och officiellt driven kollektivtrafik samt otillräcklig hänsynstagande för kvinnors transportbehov. Sunt beslutsfattande och investerande har potentialen att övervinna eller signifikant reducera allvaret av de flesta av dessa utmaningar inför framtiden.
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Vega, Diego Javier Gonzales. "A Methodology to forecast air transportation demand with alternative econometric models." Instituto Tecnológico de Aeronáutica, 2012. http://www.bd.bibl.ita.br/tde_busca/arquivo.php?codArquivo=2092.
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This thesis presents a methodology using a portfolio of time-series models, from conventional ARMA to a regime-changing framework. The objective is to develop an air transportation demand modeling to inspect potential structural breaks in the Brazilian market, due to solve underlying issues of new demand creation. Out-of-sample forecasting is used to generate comparative metrics aiming at both selection and validation of what we call a "champion model". Results indicate better performance of more complex models such as the fractionally integrated and the Markov-switching models. Ex ante knowledge of the interaction of structural breaks and unit root can prove useful in the modeling analysis. The demand forecast of the champion model is in line with the recent accelerated growth of the Brazilian air transportation market, roughly 7% per year.
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Lewe, Jung-Ho. "An Integrated Decision-Making Framework for Transportation Architectures: Application to Aviation Systems Design." Diss., Available online, Georgia Institute of Technology, 2005, 2005. http://etd.gatech.edu/theses/available/etd-04132005-204114/unrestricted/Jung-Ho%5FLewe%5F200505%5Fphd.pdf.
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Thesis (Ph. D.)--Aerospace Engineering, Georgia Institute of Technology, 2005.Amy R. Pritchett, Committee Member ; Moore, Mark D., Committee Member ; Wilhite, Alan, Committee Member ; Schrage, Daniel P., Committee Chair ; Mavris, Dimitri N., Committee Co-Chair ; DeLaurentis, Daniel A., Committee Member. Vita. Includes bibliographical references.
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Silva, Marcelo Haddad. "An analysis of the factors that influence per-seat, on-demand air taxi operational costs using very light jets." Instituto Tecnológico de Aeronáutica, 2006. http://www.bd.bibl.ita.br/tde_busca/arquivo.php?codArquivo=2914.
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Currently, business aviation is giving rise to a new market in aeronautical industry: the on-demand, per-seat air taxi service. Improved technology, higher efficiency and lower airport fees (due a transition to secondary airports) have promoted the use of business jets as a more popular means of transportation. In this model, Very Light jets offer an alternative option for distances flown by regular airlines or even traveled by automobiles. Several established manufacturers such as EMBRAER and Cessna have launched products to capture a market share of this new segment. There are also newer companies and startups such as Adam Aircraft industries and Eclipse Aviation that are building their first jets as competitor of the two companies above. In order to assess the competitiveness of these projects and the potential for this new market, a cost analysis tool was used to assess a hypothetical air-taxi operator in Europe using a parametric analysis. The influence of primary and secondary factors on the coast and operational margin was studied and the pricing strategy was compared to current business jet charter options from Charter X and airline tickets from Orbitz.
Books on the topic "Air transport demand"
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National Research Council (U.S.). Transportation Research Board. Tools to aid state DOTs in responding to workforce challenges. Washington, D.C: Transportation Research Board, 2009.
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Office, General Accounting. Air pollution: Meeting future electricity demand will increase emissions of some harmful substances : report to congressional committees. Washington, D.C: U.S. General Accounting Office, 2002.
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Office, General Accounting. [Impoundment control--President's 104th special message for fiscal year 1992]. Washington, D.C: The Office, 1992.
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Office, General Accounting. [Impoundment control--President's fourth special message for FY 1994]. Washington, D.C: The Office, 1994.
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Office, General Accounting. [Status of budget authority pursuant to FY 1987 deferrals]. Washington, D.C: The Office, 1987.
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Office, General Accounting. Financial audit: Rural Telephone Bank's 1988 financial statements : report to the Congress. Washington, D.C: The Office, 1990.
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Office, General Accounting. [ Impoundment control--President's fifth special message for FY 1995]. Washington, D.C: The Office, 1995.
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Office, General Accounting. [Impoundment control--comments on the President's first special impoundment message for fiscal year 1994]. Washington, D.C: The Office, 1993.
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Office, General Accounting. [Financial audit--Panama Canal Commission's 1991 management letter]. Washington, D.C: The Office, 1992.
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Office, General Accounting. [Impoundment control--President's fourth special message for FY 1994]. Washington, D.C: The Office, 1994.
Find full textBook chapters on the topic "Air transport demand"
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Vasigh, Bijan, Ken Fleming, and Thomas Tacker. "Supply, demand, and elasticity." In Introduction to Air Transport Economics, 46–105. Third Edition. | New York : Routledge, 2018. | Revised edition of the authors’ Introduction to air transport economics, 2013.: Routledge, 2018. http://dx.doi.org/10.4324/9781315299075-3.
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Zheng, Xingwu, and Anne Graham. "Patterns and drivers of demand for air transport." In The Routledge Companion to Air Transport Management, 313–30. 1 Edition. | New York : Routledge, 2018. | Series: Routledge companions in business, management and accounting: Routledge, 2018. http://dx.doi.org/10.4324/9781315630540-20.
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Holst, Jens-Christian, Katrin Müller, Florian Ansgar Jaeger, and Klaus Heidinger. "City Air Management: LCA-Based Decision Support Model to Improve Air Quality." In Towards a Sustainable Future - Life Cycle Management, 39–47. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-77127-0_4.
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AbstractSiemens has developed an emission model of cities to understand the root cause and interactions to reduce air emissions. The City Air Management (CyAM) consists of monitoring, forecasting and simulation of measures. CyAM model aims to provide formation on air pollution reduction potential of short-term measures to take the right actions to minimize and avoid pollution peaks before they are likely to happen. The methodology uses a parameterized life cycle assessment model for transport emissions and calculates the local impact on air quality KPIs of individual transport measures at the specific hotspot. The system is able to forecast air quality and by how it is expected to exceed health or regulatory thresholds over the coming 5 days.In this paper, the LCA model and results from selected cities will be presented: Case studies show how a specific combination of technologies/measures will reduce the transport demand, enhance traffic flow or improve the efficiency of the vehicle fleet in the vicinity of the emission hotspot/monitoring station.
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Straubinger, Anna, Ulrike Kluge, Mengying Fu, Christelle Al Haddad, Kay Olaf Ploetner, and Constantinos Antoniou. "Identifying Demand and Acceptance Drivers for User Friendly Urban Air Mobility Introduction." In Towards User-Centric Transport in Europe 2, 117–34. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-38028-1_9.
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Hepting, Michael, Henry Pak, and Dieter Wilken. "The Demand for Air Transport and Consequences for the Airports of Hamburg and Rostock." In Demography and Infrastructure, 111–29. Dordrecht: Springer Netherlands, 2011. http://dx.doi.org/10.1007/978-94-007-0458-9_6.
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Lukasiewicz, Agnieszka, Venere Stefania Sanna, Vera Lúcia Alves Pereira Diogo, and Anikó Bernát. "Shared Mobility: A Reflection on Sharing Economy Initiatives in European Transportation Sectors." In The Sharing Economy in Europe, 89–114. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-86897-0_5.
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AbstractFreedom of movement is a fundamental human right. The transportation sector, therefore, holds high socio-economic significance—while contributing almost a quarter of Europe’s greenhouse gas emissions and being a major air polluter. Key parts of the ‘collaborative and sharing economy’ relate to transport, including peer-to-peer and on-demand transportation. While these forms of ‘collaborative consumption’ may be seen as promoting environmental sustainability, such models also generate inequality and regulatory disputes (e.g., Uber’s workers and licences), leading to stakeholder conflict. This chapter examines the importance of the main shared mobility services within the transportation sector, their contribution to changing mobility habits, and their connection to sustainable development issues. We also consider conflicts in different European countries caused by shared mobility and the possible effects of the COVID-19 pandemic.
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Ahmad, Sheikh Saeed, and Syeda Qamar Batool. "Evaluation of Energy Demand and Air Emissions by Using the Long-range Energy Alternatives Planning (LEAP) Model in Transport Sector of Punjab, Pakistan." In Renewable Energy in the Service of Mankind Vol I, 57–63. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-17777-9_6.
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Inturri, Giuseppe, Nadia Giuffrida, Matteo Ignaccolo, Michela Le Pira, Alessandro Pluchino, and Andrea Rapisarda. "Testing Demand Responsive Shared Transport Services via Agent-Based Simulations." In AIRO Springer Series, 313–20. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-030-00473-6_34.
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Daoud, Alaa, Hiba Alqasir, Yazan Mualla, Amro Najjar, Gauthier Picard, and Flavien Balbo. "Towards Explainable Recommendations of Resource Allocation Mechanisms in On-Demand Transport Fleets." In Explainable and Transparent AI and Multi-Agent Systems, 97–115. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-82017-6_7.
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Yamori, Wataru. "Strategies for Engineering Photosynthesis for Enhanced Plant Biomass Production." In Rice Improvement, 31–58. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-66530-2_2.
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AbstractCrop productivity would have to increase by 60–110% compared with the 2005 level by 2050 to meet both the food and energy demands of the growing population. Although more than 90% of crop biomass is derived from photosynthetic products, photosynthetic improvements have not yet been addressed by breeding. Thus, it has been considered that enhancing photosynthetic capacity is considered a promising approach for increasing crop yield. Now, we need to identify the specific targets that would improve leaf photosynthesis to realize a new Green Revolution. This chapter summarizes the various genetic engineering approaches that can be used to enhance photosynthetic capacity and crop productivity. The targets considered for the possible candidates include Rubisco, Rubisco activase, enzymes of the Calvin–Benson cycle, and CO2 transport, as well as photosynthetic electron transport. Finally, it describes the importance of considering ways to improve photosynthesis not under the stable environmental conditions already examined in many studies with the aim of improving photosynthetic capacity, but under natural conditions in which various environmental factors, and especially irradiation, continually fluctuate.
Conference papers on the topic "Air transport demand"
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Olson, William. "O'Hare International Airport Parking Demand Sensitivity Analysis Forecast." In 27th International Air Transport Conference. Reston, VA: American Society of Civil Engineers, 2002. http://dx.doi.org/10.1061/40646(2003)33.
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Wu, Ming-Cheng, and Peter Morrell. "China's Air Cargo Demand: Future Market Developments and Implications." In 29th International Air Transport Conference. Reston, VA: American Society of Civil Engineers, 2007. http://dx.doi.org/10.1061/40938(262)1.
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Fahriza, Basri, and Frank Willey. "DEMAND IN INDONESIAN DOMESTIC AIR TRAVEL MARKET AFTER DEREGULATION." In Global Research on Sustainable Transport (GROST 2017). Paris, France: Atlantis Press, 2018. http://dx.doi.org/10.2991/grost-17.2018.79.
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Krejsa, Tomas. "AIR TRANSPORT DEMAND IN THE COUNTRIES OF VISEGRAD GROUP." In 4th International Multidisciplinary Scientific Conference on Social Sciences and Arts SGEM2017. Stef92 Technology, 2017. http://dx.doi.org/10.5593/sgemsocial2017/14/s04.004.
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Tate, J. F. "Evaluation of a traffic demand management strategy to improve air quality in urban areas." In Tenth International Conference on Road Transport Information and Control. IEE, 2000. http://dx.doi.org/10.1049/cp:20000124.
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Wai, Cho Wing, Kailun Tan, and Kin Huat Low. "Preliminary Study of Transport Pattern and Demand in Singapore for Future Urban Air Mobility." In AIAA Scitech 2021 Forum. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2021. http://dx.doi.org/10.2514/6.2021-1633.
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Munari, Pedro. "Mathematical modeling in the airline industry: optimizing aircraft assignment for on-demand air transport." In CNMAC 2016 - XXXVI Congresso Nacional de Matemática Aplicada e Computacional. SBMAC, 2017. http://dx.doi.org/10.5540/03.2017.005.01.0414.
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La Franca, L., M. Catalano, F. Castelluccio, and F. Montano. "Travelling towards and from minor islands through non-conventional air transport: demand and cost analysis." In ISLANDS 2010. Southampton, UK: WIT Press, 2010. http://dx.doi.org/10.2495/islands100221.
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Hromcová, Martina, and Anna Tomová. "The importance of scheduled air traffic for airport existence." In Práce a štúdie. University of Zilina, 2021. http://dx.doi.org/10.26552/pas.z.2021.2.11.
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The importance of scheduled air transport for the existence of airports is a topic that is constantly relevant, especially during the Covid-19 pandemic, which has negatively affected operations at all world airports, disrupted its regularity and thus its direct and indirect effects on the region. This work focuses on airports dependent on the operation of scheduled air transport from several perspectives. After an initial study of the available literature on the importance of scheduled air transport for the existence of airports, we defined the terms demand and supply factors of the airport influencing scheduled air transport. One of the key parts of the work is the calculation of the critical number of airport movements, which represents the break even point in the amount of production in which the airport shows no loss but also no profit. The reasons for the abolition of scheduled air services, such as the occurrence of a military conflict near the airport or insufficient research of the demand for air traffic in the area, are described in the chapter analyzing European and global airports with canceled scheduled air traffic in individual case studies. The chapter also deals with the alternative uses of airports themselves, which were forced to terminate their function for the public. Airports and their equipment are highly specialized for use in air transport operations and therefore operators and their subsequent owners often face difficulties in finding alternative uses. An essential part of this work is an analysis of the response of selected European airports to the outbreak of Covid-19 in 2020 and a comparison of the number of passengers carried at these airports in 2019 and 2020. The final chapter contains a summary of findings and the call to change transport policies in the benefit of airports and their protection from future aviation pitfalls such as the Covid-19 pandemic.
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Sander, Frank, Sebastian Foeste, and Roland Span. "Model of an Oxygen Transport Membrane for Coal Fired Power Cycles With CO2 Capture." In ASME Turbo Expo 2007: Power for Land, Sea, and Air. ASMEDC, 2007. http://dx.doi.org/10.1115/gt2007-27788.
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Greenhouse gas emissions from power generation will increase in future if the demand for electrical energy does not subside. Therefore capture and storage of carbon dioxide (CO2) will become important technologies for lowering the rate of increase of global CO2 emissions, or even reducing them. A promising technology for coal fired power cycles is the integrated gasification combined cycle (IGCC), where CO2 is separated from the syngas coming from the gasifier before the syngas is combusted in a more or less conventional gas turbine. But oxygen is required for the gasification process to achieve a high carbon conversion rate. The energy demand for the cryogenic air separation unit (ASU) lowers the net power output of the IGCC cycle. An alternative way of producing the oxygen could eliminate this disadvantage of the IGCC cycle. Oxygen transport membranes (also known as mixed conducting membranes – MCM) show a high potential for such applications in power cycles. In this paper results of an investigation on an IGCC cycle with CO2 capture and an integrated oxygen transport membrane (OTM) reactor are reported. The operating conditions of the membrane reactor have been analyzed; the feed inlet temperature and the pressure differences between permeate and retentate sides of the membrane reactor have been varied. The impact on the overall IGCC cycle has been discussed. The most optimistic assumptions give an overall net efficiency close to the case without CO2 capture. In this case the net efficiency is reduced by only 3 percentage points compared to an IGCC process without CO2 capture. But these assumptions lead to very challenging conditions for the membrane reactor. A pressure difference of 14.5 bar is assumed. Less severe operating conditions for the OTM reactor, which seem closer to realization, show less promising results. For sweep stream pressures of 10 and 15 bar the net efficiency ranges from 36% to 39%. This is in the range of an IGCC process with cryogenic ASU which achieves a net efficiency of 37% to 38%. It can be concluded that the integration of an OTM reactor into the IGCC cycle is an option with good prospects if the membrane is capable of bearing the challenging operating conditions. Calculations of investment costs have not been investigated in the frame of this work. Both the total capital costs and the durability are very important aspects for the membrane technology to be realized in power cycles such as IGCC.
Reports on the topic "Air transport demand"
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Hsueh, Gary, David Czerwinski, Cristian Poliziani, Terris Becker, Alexandre Hughes, Peter Chen, and Melissa Benn. Using BEAM Software to Simulate the Introduction of On-Demand, Automated, and Electric Shuttles for Last Mile Connectivity in Santa Clara County. Mineta Transportation Institute, January 2021. http://dx.doi.org/10.31979/mti.2021.1822.
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Despite growing interest in low-speed automated shuttles, pilot deployments have only just begun in a few places in the U.S., and there is a lack of studies that estimate the impacts of a widespread deployment of automated shuttles designed to supplement existing transit networks. This project estimated the potential impacts of automated shuttles based on a deployment scenario generated for a sample geographic area: Santa Clara County, California. The project identified sample deployment markets within Santa Clara County using a GIS screening exercise; tested the mode share changes of an automated shuttle deployment scenario using BEAM, an open-source beta software developed at the Lawrence Berkeley National Laboratory to run traffic simulations with MATSim; elaborated the model outputs within the R environment; and then estimated the related impacts. The main findings have been that the BEAM software, despite still being in its beta version, was able to model a scenario with the automated shuttle service: this report illustrates the potential of the software and the lessons learned. Regarding transportation aspects, the model estimated automated shuttle use throughout the county, with a higher rate of use in the downtown San José area. The shuttles would be preferred mainly by people who had been using gasoline-powered ride hail vehicles for A-to-B trips or going to the bus stop, as well as walking trips and a few car trips directed to public transport stops. As a result, the shuttles contributed to a small decrease in emissions of air pollutants, provided a competitive solution for short trips, and increased the overall use of the public transport system. The shuttles also presented a solution for short night trips—mainly between midnight and 2 am—when there are not many options for moving between points A and B. The conclusion is that the automated shuttle service is a good solution in certain contexts and can increase public transit ridership overall.
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Al Hosain, Nourah, and Alma Alhussaini. Evaluating Access to Riyadh’s Planned Public Transport System Using Geospatial Analysis. King Abdullah Petroleum Studies and Research Center, June 2021. http://dx.doi.org/10.30573/ks--2021-dp10.
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The King Abdulaziz Project for Public Transport in Riyadh city is one of the world’s largest urban transit systems being developed. The project aims to meet the demands of the city’s growing urban population while reducing traffic congestion, heavy private car dependence and air pollution. The performance of any public transport system largely depends on its accessibility. Therefore, this study evaluates the populations’ access to Riyadh’s public transport stations using network analysis tools based on geographic information systems.
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Garcia, Paula, Ashtin Massie, Bridget Saunders Vial, Edyta Sitko, James Gignac, John Rogers, John Walkey, et al. En la ruta hacia 100% energía renovable, Los estados pueden liderar una transición energética equitativa. Union of Concerned Scientists, April 2022. http://dx.doi.org/10.47923/2022.141.
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La energía renovable puede proporcionar el 100% de la electricidad que consumen los estados líderes para el año 2035, incluso ante un aumento en la demanda energética a causa de la electrificación en el sector transporte y la calefacción, según un análisis realizado por la Unión de Científicos Conscientes (o UCS, por sus siglas en inglés) junto con las organizaciones Michigan Environmental Justice Coalition, COPAL y GreenRoots. La sustitución de la generación de electricidad de las centrales eléctricas de carbón y gas por energías renovables disminuye las emisiones de agentes contaminantes del aire, lo que representaría una reducción de entre 6.000 y 13.000 muertes prematuras y evitaría 700.000 días de trabajo perdidos entre los años 2022 y 2040. Esta transición también crea miles de puestos de trabajo, reduce la carga económica de energía de los hogares y disminuye significativamente las emisiones de gases que atrapan el calor el calor en la atmósfera.1 Las principales recomendaciones del análisis se enfocan en dejar de usar rápidamente los combustibles fósiles y aumentar la inversión en energías renovables, además de garantizar que los beneficios de la transición lleguen a las comunidades más afectadas por el racismo ambiental y la contaminación, y a los trabajadores y las comunidades que dependen de los combustibles fósiles. Aunque las acciones a nivel estatal no pueden sustituir al liderazgo nacional, estas son cruciales para lograr un futuro energético limpio y equitativo.
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Nilsson Lewis, Astrid, Kaidi Kaaret, Eileen Torres Morales, Evelin Piirsalu, and Katarina Axelsson. Accelerating green public procurement for decarbonization of the construction and road transport sectors in the EU. Stockholm Environment Institute, February 2023. http://dx.doi.org/10.51414/sei2023.007.
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Public procurement of goods and services contributes to about 15% of global greenhouse gas emissions. In the EU, public purchasing represents 15% of its GDP, acting as a major influencer on the market through the products and services acquired by governments from the local to national levels. The public sector has a role to play in leveraging this purchasing power to achieve the best societal value for money, particularly as we scramble to bend the curve of our planet’s warming. Globally, the construction and transport sectors each represent about 12% of government procurements’ GHG emissions. Furthermore, these sectors’ decarbonization efforts demand profound and disruptive technological shifts. Hence, prioritizing these sectors can make the greatest impact towards reducing the environmental footprint of the public sector and support faster decarbonization of key emitting industries. Meanwhile, the EU committed to achieving 55% reduction in GHG emissions by 2030 compared to 1990 levels. Drastic emissions reductions are needed at an unprecedented speed and scale to achieve this goal. Green Public Procurement (GPP) is the practice of purchasing goods and services using environmental requirements, with the aim of cutting carbon emissions and mitigating environmental harm throughout the life cycle of the product or service. While the EU and many of its Member States alike have recognized GPP as an important tool to meet climate goals, the formalization of GPP requirements at the EU level or among local and national governments has been fragmented. We call for harmonization to achieve the consistency, scale and focus required to make GPP practices a powerful decarbonization tool. We surveyed the landscape of GPP in the EU, with a focus on construction and road transport. Through interviews and policy research, we compiled case studies of eight Member States with different profiles: Sweden, the Netherlands, France, Germany, Estonia, Poland, Spain and Italy. We used this information to identify solutions and best practices, and to set forth recommendations on how the EU and its countries can harmonize and strengthen their GPP policies on the path toward cutting their contributions to climate change. What we found was a scattered approach to GPP across the board, with few binding requirements, little oversight and scant connective tissue from national to local practices or across different Member States, making it difficult to evaluate progress or compare practices. Interviewees, including policy makers, procurement experts and procurement officers from the featured Member States, highlighted the lack of time or resources to adopt progressive GPP practices, with no real incentive to pursue it. Furthermore, we found a need for more awareness and clear guidance on how to leverage GPP for impactful societal outcomes. Doing so requires better harmonized processes, data, and ways to track the impact and progress achieved. That is not to say it is entirely neglected. Most Member States studied highlight GPP in various national plans and have set targets accordingly. Countries, regions, and cities such as the Netherlands, Catalonia and Berlin serve as beacons of GPP with robust goals and higher ambition. They lead the way in showing how GPP can help mitigate climate change. For example, the Netherlands is one of the few countries that monitors the effects of GPP, and showed that public procurement for eight product groups in 2015 and 2016 led to at least 4.9 metric tons of avoided GHG emissions. Similarly, a monitoring report from 2017 showed that the State of Berlin managed to cut its GHG emissions by 47% through GPP in 15 product groups. Spain’s Catalonia region set a goal of 50% of procurements using GPP by 2025, an all-electric in public vehicle fleet and 100% renewable energy powering public buildings by 2030. Drawing from these findings, we developed recommendations on how to bolster GPP and scale it to its full potential. In governance, policies, monitoring, implementation and uptake, some common themes exist. The need for: • Better-coordinated policies • Common metrics for measuring progress and evaluating tenders • Increased resources such as time, funding and support mechanisms • Greater collaboration and knowledge exchange among procurers and businesses • Clearer incentives, binding requirements and enforcement mechanisms, covering operational and embedded emissions With a concerted and unified movement toward GPP, the EU and its Member States can send strong market signals to the companies that depend on them for business, accelerating the decarbonization process that our planet requires.
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Tanny, Josef, Gabriel Katul, Shabtai Cohen, and Meir Teitel. Micrometeorological methods for inferring whole canopy evapotranspiration in large agricultural structures: measurements and modeling. United States Department of Agriculture, October 2015. http://dx.doi.org/10.32747/2015.7594402.bard.
Full textAbstract:
Original objectives and revisions The original objectives as stated in the approved proposal were: (1) To establish guidelines for the use of micrometeorological techniques as accurate, reliable and low-cost tools for continuous monitoring of whole canopy ET of common crops grown in large agricultural structures. (2) To adapt existing methods for protected cultivation environments. (3) To combine previously derived theoretical models of air flow and scalar fluxes in large agricultural structures (an outcome of our previous BARD project) with ET data derived from application of turbulent transport techniques for different crops and structure types. All the objectives have been successfully addressed. The study was focused on both screenhouses and naturally ventilated greenhouses, and all proposed methods were examined. Background to the topic Our previous BARD project established that the eddy covariance (EC) technique is suitable for whole canopy evapotranspiration measurements in large agricultural screenhouses. Nevertheless, the eddy covariance technique remains difficult to apply in the farm due to costs, operational complexity, and post-processing of data – thereby inviting alternative techniques to be developed. The subject of this project was: 1) the evaluation of four turbulent transport (TT) techniques, namely, Surface Renewal (SR), Flux-Variance (FV), Half-order Time Derivative (HTD) and Bowen Ratio (BR), whose instrumentation needs and operational demands are not as elaborate as the EC, to estimate evapotranspiration within large agricultural structures; and 2) the development of mathematical models able to predict water savings and account for the external environmental conditions, physiological properties of the plant, and structure properties as well as to evaluate the necessary micrometeorological conditions for utilizing the above turbulent transfer methods in such protected environments. Major conclusions and achievements The major conclusions are: (i) the SR and FV techniques were suitable for reliable estimates of ET in shading and insect-proof screenhouses; (ii) The BR technique was reliable in shading screenhouses; (iii) HTD provided reasonable results in the shading and insect proof screenhouses; (iv) Quality control analysis of the EC method showed that conditions in the shading and insect proof screenhouses were reasonable for flux measurements. However, in the plastic covered greenhouse energy balance closure was poor. Therefore, the alternative methods could not be analyzed in the greenhouse; (v) A multi-layered flux footprint model was developed for a ‘generic’ crop canopy situated within a protected environment such as a large screenhouse. The new model accounts for the vertically distributed sources and sinks within the canopy volume as well as for modifications introduced by the screen on the flow field and microenvironment. The effect of the screen on fetch as a function of its relative height above the canopy is then studied for the first time and compared to the case where the screen is absent. The model calculations agreed with field experiments based on EC measurements from two screenhouse experiments. Implications, both scientific and agricultural The study established for the first time, both experimentally and theoretically, the use of four simple TT techniques for ET estimates within large agricultural screenhouses. Such measurements, along with reliable theoretical models, will enable the future development of lowcost ET monitoring system which will be attainable for day-to-day use by growers in improving irrigation management.