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13、901 United Kingdom. Airplan Flight Equipment Ltd. (AFE), la Ringway Trading Estate, Shadowmoss Road, Manchester M22 5LH 12xn Catalogue of ICAO Publications and Audio-visual Training Aids Issued annually, the Catalogue lists all publications and audio-visual training aids currently available. Monthly
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15、mitted without license from IHS-,-,-TABLE OF CONTENTS Page I. Chapter 1 . Introduction 1-1 2-1 Chapter 2 . Levels of unit revenues . Passenger traffic Freight and mail traffic . 2-1 2-7 Chapter 3 . andrelatedcosts Regional differences in scheduled passenger unit revenues 3-1 Over-all financial resul
16、ts by international route group Comparison of results for 1999 with those for 1997 . Variations in revenuekost ratios among airlines . 3-1 3-3 3-6 Chapter 4 . Factors causing regional differences in costs . 4-1 Aircraft mix and stage length Prices for aircraft fuel and oil Airportandaccociatedcharge
17、c Loadfactor . Other causes of regional differences in costs . Summary of the causes of regional differences in costs 4-1 4-4 4-4 4-5 4-6 4-7 Appendix 1 . Description of route groups and geographical areas . Al -1 Appendix 2 . Data sources and coverage A2-1 A2-1 A2-1 Sources . Coverage Appendix 3 .
18、Method of analysis and margins of uncertainty A3-1 A3-1 A34 Methodofanalysis . Marginsofuncertainty . Appendix 4 . Questionnaires relating to revenues and costs A4-1 1 . Facsimiles of questionnaires and attachments II . Respondents to questionnaires . A4-3 A4-9 Copyright International Civil Aviation
19、 Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Chapter 1 INTRODUCTION 1.1 This circular has been prepared pursuant to ICA0 Assembly Resolution A33-19, Appendix G, which requests the Council to instruct the Secre
20、tary General to issue periodically “a study on regional differences on the level of international air transport operating costs, analysing how differences in operations and input prices may affect their levels and the impact that changes in costs may have on air transport tariffs”. This study on Reg
21、ional Differences in International Airline Operating Economics succeeds one which covered the years 1992 to 1997 and was published in 2000 (Circular 280-AT/117). Prior to that, similar studies were published annually under the title Regional Differences in Fares, Rates and Costs for International Ai
22、r Transport, which covered the years 1976 to 1992 (the 1992 results were published in Circular 254-ATAO4). The studies will now be published biennially or every other year, although data will continue to be collected and analysed on an annual basis. The present circular focuses on the years 1998 and
23、 1999. 1.2 For 17 international route groups, comprising all international routes, passenger, freight and mail revenue yield data are presented in Chapter 2 for scheduled services, along with passenger revenue yield data for non-scheduled operations. With reference to the same route groups, regional
24、 differences in the costs related to the scheduled service passenger yields are presented in Chapter 3. The major causes of regional differences in costs are identified in Chapter 4. In Chapters 2 and 3, the 1999 results are compared with those for 1997. Caution, however, has to be exercised in the
25、interpretation of the results since the description of the geographical areas has changed somewhat for the years 1998 and 1999 when compared to those for 1997, particularly with regard to the African, European and Middle East regions. 1.3 The description of route groups and geographical areas is pro
26、vided in Appendix 1. The sources of data used in the study are given in Appendix 2, together with information on the sample sizes on which revenue and cost data are based. The method of analysis used in the study is presented in Appendix 3, together with information on the margins of uncertainty, a
27、factor which should be borne in mind when considering the results of studies of this nature. Facsimiles of the questionnaire and information on responses appear in Appendix 4. 1.4 The primary sources of data for the study were two questionnaires which were dispatched to all Contracting States to be
28、filled out with respect to their international air carriers. Until 1997, the questionnaires requested information for 17 international route groups. They were revised for 1998 and 1999 by expanding the number of route groups from 17 to 20 and by changing coverage of some geographical areas. Those re
29、visions reflected changes endorsed by the General Prorate Meeting held in March 1999; the Prorate Agency uses the results of these studies to prorate passenger revenues from interline journeys. However, the changes were subsequently rescinded by a Special Prorate Meeting held in November 2000. In vi
30、ew of this and of the problems encountered in the reporting of data according to the revised requirements, it was decided to continue to carry out the studies based on 17 route groups. This thus required aggregation of some questionnaire data as described in Appendix 3. 1.5 all references to “dollar
31、s” mean “U.S. dollars”. Unless indicated otherwise, all references to “cents” in this circular mean “US. cents” and 1-1 Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Chapte
32、r 2 LEVELS OF UNIT REVENUES Passenger traffic 2.1 presented in Table 2-1. Estimates of average unit passenger revenues in 1998 and 1999 by route group are 2.2 Column 1 of Table 2-1 shows the average revenue per passenger-kilometre for scheduled passenger traffic on each route group for 1998 and 1999
33、. These data are considered representative of all airlines operating on the particular route group and also include estimates for non-reporting airlines. The data are presented without distinction to class of travel or fare type. Thus they represent the overall weighted average for all individual ro
34、utes on all route groups and for all fare types. The overall average revenue per passenger-kilometre (excluding incidental revenues) was estimated at 7.81 cents for 1998 and 7.55 cents for 1999. However, the route group averages vary from a high of 16.9 cents in local Europe to a low of 4.9 cents on
35、 routes across the North and Mid-Pacific in 1998 and from a high of 15.8 cents in local Europe to a low of 5.0 cents on routes across the Mid-Atlantic in 1999. Due to inadequate representation in reporting, three route groups - Central AmericdCaribbean, local Africa and local Middle East - are not i
36、ncluded in this analysis, although their estimates are included in the worldwide totals for both years. 2.3 Column 2 of Table 2-1 depicts the average revenue per passenger-kilometre for non- scheduled passenger traffic reported for each route group for 1998 and 1999. In this case, no attempt has bee
37、n made to estimate the unit revenues for non-reporting air carriers. In addition, it should be borne in mind that the average unit revenues may not be for the same set of airlines for both years in each route group. The reason is that the availability of data is limited and dependent upon the report
38、ing of air carriers whose composition may differ from year to year. The average revenue per passenger-kilometre for non-scheduled services ranges from a high of 9.9 cents for traffic across the North and Mid-Pacific to a low of 4.9 cents on routes between Europe/Middle EastlAfrica and AsidPacific in
39、 1998 and from a high of 10.5 cents on routes between North America and Central AmericdCaribbean to a low of 4.1 cents on routes between Europe and the Middle East in 1999. Except for routes in local Europe, where the bulk of non-scheduled operations is to be found, the non-scheduled traffic reporte
40、d is limited in volume. It is estimated that non-scheduled traffic represented some 14 and 12 per cent of the total international passenger-kilometres performed in 1998 and 1999, respectively. Columns 3 and 4 of Table 2-1 show the average passenger load factor for scheduled services and non-schedule
41、d services, respectively. 2.4 On a worldwide basis, the estimated average revenue per passenger-kilometre for scheduled services at 7.55 cents in 1999 showed a decrease of almost 8 per cent from the level in 1997. Comparable data by route group between 1997 and 1999 are only available for 14 individ
42、ual route groups. All these 14 route groups showed decreases, ranging from a reduction of some 13 per cent for routes in local South America to some 1 per cent for routes between Europe and the Middle East (Figure 2-1). 2.5 The changes in yields experienced between 1997 and 1999 reflect the strength
43、ening of the U.S. dollar against most of the other world currencies, especially the currencies of countries in South America, Asidpacific, Europe and Africa. The relative change between 1997 and 1999 would, in many cases, be significantly different if expressed in the national currencies of the airl
44、ines concerned. A brief evaluation of this effect is given in Chapter 3 (paras. 3.1 O and 3.1 1). 2- 1 Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-2-2 ICA0 Circular 293-A
45、T/125 Table 2-1. Estimated average unit passenger revenues by international route group for 1998 and 1999 Revenue (cents) per passenger-kilometre Load Factors Non-scheduled flights Non-scheduled flights Scheduled service3 All categories Scheduled services All categories (1) (2) (3) (4) 1 998 1999 19
46、98 1999 1998 1999 1998 1999 Route Group2 1. Between North America and Central AmendCaribbean 7.8 7.5 8.3 10.5 69 70 77 73 2. Between and within Central America and Caribbean 5.3 6.4 75 72 3. Between Canada, Mexico and the United States 7.6 7.4 8.1 6.3 64 66 77 79 4. Between North AmeridCentral Ameri
47、cdCaribbean and South America 8.1 11.5 16.9 7.8 10.6 15.8 5.4 9.4 5.6 5.8 8.7 4.8 59 -58 65 61 59 64 78 67 73 71 82 87 5. Local South America 6. LocalEurope 7. Local Middle East 8. Local Africa - 9.9 - 9.6 - 5.1 - 4.1 - 63 - 65 - - 85 82 9. Between Europe and Middle East 10. Between EuropeiMiddle Ea
48、st and Africa 7.6 6.6 5.5 6.7 7.7 7.3 6.1 5.0 6.3 7.8 6.2 6.9 8.2 - 9.3 6.3 4.5 - 69 77 75 71 65 67 76 74 68 70 80 83 68 83 86 - 1 1. North Atlantic 12. Mid-Atlantic 13. South Atlantic - 10.3 14. Local AsidPacific 55 65 1 5. Between EuropeMiddle EastlAfrica and AsiaIPacific 6.2 6.0 4.9 6.3 72 74 72
49、70 16. Nortwid-Pacific 4.9 5. I 9.9 6.9 71 72 52 60 17. South Pacific 5.6 5.4 - - 69 72 - - 1. Data for scheduled services, where presented, are considered representative for all airlines operating m the route group concerned. Data for non-scheduled flights represent only cartiers for which substantive infonation was available, and are only presented where they indude two or more camers. The represe
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