Airport Systems - Planning, Design and Mgmt by R. de Neufville, A. Odoni

By R. de Neufville, A. Odoni

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To the extent that businesses substitute web sites for brick-and-mortar stores, and direct shipments to customers save money by reducing the need for local warehouses and in-store inventories, the integrated cargo carriers may grow rapidly. This traffic may be a driving force for many future airport developments. 1-3 Commercialization The whole context for airport systems planning and design has been changing fundamentally around the beginning of the twenty-first century. This change can conveniently be labeled as commercialization.

The standard practice for most of the twentieth century was that government bodies owned, built, and operated the airports. In the United States, local cities or regional airport authorities normally ran the airports. Outside the United States, ministries of transport or aviation or their dependencies typically ran the airports. Their budgets were allocations of the national treasury only loosely connected to revenues. The employees were civil servants. Governments outside the United States meanwhile also owned the major international airlines.

These were: • Larger, more efficient aircraft, driven by two engines (instead of three or four), with fewer pilots • Economic deregulation of the airlines, accompanied by competition • Worldwide privatization of aviation, and increased attention to costs • The consequent competitive restraint on wages • Historically low fuel prices (when adjusted for inflation) • The introduction of yield management systems that raise overall revenues Some trends may reverse. For example, fuel prices might rise considerably, as they did in the 1970s and 2000/2001.

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