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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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      <title>Demand-Oriented Integrated Scheduling for Point-to-Point Airlines</title>
      <link>https://trid.trb.org/View/1458972</link>
      <description><![CDATA[Optimizing an airline schedule usually comprises multiple planning stages. These are the choice of flights to offer (schedule design), the assignment of fleets to flight legs (fleet assignment), and the construction of rotations under consideration of maintenance constraints (aircraft maintenance routing). Moreover, the airline must assign crews to all flights (crew scheduling). Traditionally, either these scheduling stages are considered sequentially or an existing schedule is modified to cope with the arising complexity issue. More recently, some authors have developed models that integrate adjacent stages. In this paper, outcomes of a research project with airline information technology provider Lufthansa Systems are presented. The authors consider the case of a small to medium-sized point-to-point airline with a homogeneous fleet. Hence, fleet assignment is omitted, which offers the possibility to solve schedule design and aircraft maintenance routing simultaneously. The authors' approach explicitly accounts for passengers’ return flight demand and for marginal revenues declining with increasing seat capacity, hence, anticipating the effects of capacity control in revenue management systems. To solve the arising integrated mixed-integer problem, a branch-and-price approach and a column generation-based heuristic have been developed. An extensive numerical study, using data from a major European airline provided by Lufthansa Systems, shows that the presented approaches yield high-quality solutions to real-world problem instances within a reasonable time.]]></description>
      <pubDate>Mon, 01 May 2017 09:36:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1458972</guid>
    </item>
    <item>
      <title>A Static Model in Single Leg Flight Airline Revenue Management</title>
      <link>https://trid.trb.org/View/1458974</link>
      <description><![CDATA[Static models on single leg airline revenue management generally consider booking limits or protection limits as the main decision variables to control reservation requests. In the current paper, the authors provide an alternative framework in which the decision variables are the closing times of fare classes. In a continuous time model with nonhomogeneous Poisson arrivals, cancellations, and no-shows, the authors study the problem of finding optimal closing times to maximize the expected net revenue from a given flight. The authors analyze the value function, point out some easy cases, and bring an easily implementable dynamic programming based solution method. The authors also illustrate this method on some numerical examples.]]></description>
      <pubDate>Mon, 01 May 2017 09:36:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1458974</guid>
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    <item>
      <title>The opening of direct flights across the Taiwan Strait: the impact on the global role of Taiwan’s international airport</title>
      <link>https://trid.trb.org/View/1322683</link>
      <description><![CDATA[Scheduled direct flights between Taiwan and Mainland China were halted for six decades and restarted in December 2008. The Taiwan’s government has a policy of developing Taoyuan International Airport (TPE), the major international airport in Taiwan, as one of main hubs in East Asia, based on the airport’s access to Mainland China. To assess whether the airport is progressing toward meeting the set expectation, this study evaluates the changes in airline networks of the TPE after the opening of direct flights across the Taiwan Strait. The time-dependent earliest arrival time algorithm is applied to global flights in 2004, 2008, and 2012. Empirical evidence demonstrates that providing direct flights across the Taiwan Strait has significantly increased accessibility from TPE to airports in China, but did not improve the centrality of TPE. Additionally, the transfer dependency of TPE on other airports is increasing significantly. This result was based on two major reasons: the first involves the Chinese government’s refusal to allow Chinese citizens to use airports in Taiwan as transfer points to and from other countries and the second reflects the competitiveness among airports and airlines in the region. The key finding is that political exclusion of airline use by external governments via travel regulations adversely influences the development of an airport as a global hub.]]></description>
      <pubDate>Thu, 25 Sep 2014 09:02:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1322683</guid>
    </item>
    <item>
      <title>Understanding air travellers' trade-offs between connecting flights and surface access characteristics</title>
      <link>https://trid.trb.org/View/1286111</link>
      <description><![CDATA[This paper reports on a study which seeks to improve understanding of how people choose between different kinds of flight at competing airports, and how their choices are affected by access conditions. In particular, using stated choice data collected in Scotland, it investigates whether improving surface access to regional airports that are in relatively close proximity to one another (Glasgow and Edinburgh) leads people to avoid taking indirect flights from their nearest airport in favour of direct flights from an alternative airport. In line with expectations, our estimation results from Cross-Nested Logit models show strong aversion to connecting flights, resulting in a willingness to either pay higher fares for direct flights or accept non-trivial increases in access time. For the latter, even without the potential new direct rail link between the two airports, current access times are such that a scenario where direct flights were only available at the non-home airport, a substantial share of passengers would choose to travel from the alternative airport.]]></description>
      <pubDate>Mon, 27 Jan 2014 10:45:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1286111</guid>
    </item>
    <item>
      <title>Connectivity analysis of transshipments at a cargo hub airport</title>
      <link>https://trid.trb.org/View/1125607</link>
      <description><![CDATA[The paper investigates the interconnectivity of airfreight networks as temporal concentrations at airport. The connectivity of freight transshipments depends on both the quality of connections at hub airports and the quality of indirect flights compared to direct flights. Here connectivity of flight schedules is analyzed using a temporal wave structure to estimate the degrees of connectivity and the quality of connectivity.]]></description>
      <pubDate>Wed, 25 Jan 2012 14:22:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1125607</guid>
    </item>
    <item>
      <title>Effect of air services availability on international visitors to New Zealand</title>
      <link>https://trid.trb.org/View/1097272</link>
      <description><![CDATA[The authors examine the effects of discrete changes in the availability of direct air services on the number of international visitor arrivals to New Zealand. The authors consider five different countries of origin and control for GDP and exchange rates. The results are mixed, suggesting that regional hubs and robust third-country carriers provide sufficient airlift for many visitors from countries without direct air services to New Zealand. The authors outline the resulting implications for international air services policy.]]></description>
      <pubDate>Thu, 31 Mar 2011 11:07:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1097272</guid>
    </item>
    <item>
      <title>Paying the pilot? The economics of subsidising international air travel to small remote island nations with large diaspora</title>
      <link>https://trid.trb.org/View/1097273</link>
      <description><![CDATA[The tourism-air transport linkage may be complicated by the presence of substantial non-tourist leisure travel flows. This paper analyses the value of direct long-haul air service to Los Angeles for two small South Pacific nations, Tonga and the Cook Islands, which were faced with demands that they subsidise the current service to ensure its continuation. Both countries are tourist destinations, but both also have sizeable diaspora of economic emigrants living abroad, which generate considerable visiting friends and relatives traffic. It turns out that the economics of this travel are quite different from those relating to foreign tourism, such that it is possible that Tonga could actually lose by having the long-haul service. The bottom line is that the Cook Islands do gain, and that Tonga probably does, though in both cases by less than the amount of subsidies that they agreed to pay the airline.]]></description>
      <pubDate>Thu, 31 Mar 2011 11:07:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1097273</guid>
    </item>
    <item>
      <title>A historic move - the opening of direct flights between Taiwan and China</title>
      <link>https://trid.trb.org/View/1097168</link>
      <description><![CDATA[Political rivals for six decades, Taiwan and China, began regular non-stop passenger flights on July 4, 2008. This paper aims to clarify the implications of the Cross-Strait Air Transport Agreement reached by both countries. It offers a review of air transport development in Taiwan and China and compares their approaches with other countries. In particular, this paper discusses Taiwanese and Chinese perspectives on the opening of direct flights. It goes onto analyze the probable effects of the direct flights and identifies the likely winners and losers. It concludes that strengthening air links between the two countries did reduce travel time considerably for passengers and the resulting growth in business will help cushion the effects of the industry's current economic downturn.]]></description>
      <pubDate>Wed, 23 Mar 2011 12:07:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1097168</guid>
    </item>
    <item>
      <title>The Potential Effects of Direct Flights Between Taiwan and China Provided by Low-Cost Carriers</title>
      <link>https://trid.trb.org/View/910094</link>
      <description><![CDATA[Taiwan-Hong Kong is one of the busiest routes in the world.  The main reason is that direct cross-strait flights are not permitted between Taiwan and Mainland China.  Passengers who travel between the two places always transit via Hong Kong or Macau. Direct cross-strait flights, currently in a high demand market, are under consideration for approval, and will likely become a strong battleground for low cost carriers (LCCs). This paper analyzes the possible effects of allowing LCCs to make the direct cross-strait flights. The results show that Taipei- Shanghai Pudong route has the highest total cost savings; with US$188.7 million cost saving per year. The total cost saving of LCCs is obtained by multiplying the cost savings per passenger by the passenger demand of LCCs at each airport. The total cost savings produced by direct LCC flights on the selected eleven routes is US $785 million annually. As there is no comprehensive research about direct flights between Taiwan and China thus far, this study will provide a point of reference for the time when direct cross-strait flights are allowed, as projected, in the near future.]]></description>
      <pubDate>Fri, 26 Feb 2010 09:06:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/910094</guid>
    </item>
    <item>
      <title>Exploring passenger preferences in airline service attributes: A note</title>
      <link>https://trid.trb.org/View/878785</link>
      <description><![CDATA[This paper examines passengers' valuations on airline service attributes using stated preference analysis in the direct flight air market between Taiwan and China. An experiment design reflecting the characteristics of low cost airlines is used to collect stated preference data from Taiwanese air passengers. Empirical results reveal not only the implicit values of service attributes but also the preference differences in attributes between business and non-business travelers.]]></description>
      <pubDate>Fri, 30 Jan 2009 10:15:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/878785</guid>
    </item>
    <item>
      <title>Developments in the Supply of Direct International Air Services from Airports in Scotland</title>
      <link>https://trid.trb.org/View/757393</link>
      <description><![CDATA[The development of direct air services has historically been constrained by Scotland's relatively small population and remoteness relative to Continental Europe.  This paper evaluates the developments in the provision of direct international air services from airports in Scotland and addresses the following two key questions: How has the level and pattern of direct international air services changed historically at Scottish airports; and  what factors have shaped the provision of direct air services and to what extent have they constrained or enhanced connectivity.]]></description>
      <pubDate>Wed, 20 Jul 2005 14:42:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/757393</guid>
    </item>
    <item>
      <title>HOW DO CARRIERS PRICE CONNECTING FLIGHTS? EVIDENCE FROM INTERCONTINENTAL FLIGHTS FROM EUROPE</title>
      <link>https://trid.trb.org/View/721507</link>
      <description><![CDATA[The hub-and-spoke (HS) networks employed by all large carriers require many travelers to use connecting flights.  This paper examines the price formation of connecting flights by focusing on the fares of connecting intercontinental flights with one stop and at least one competing direct flight.  A simple model of an HS network is developed, with imperfect substitutability between direct and indirect flights and Cournot competition on every route in the network.  The model is tested empirically, using reported fares for flights from seven European origins, including the five major airports in Europe, to five non-European destinations.  Results indicate that the fare of a connecting flight can be expressed as the weighted average of the fare of its direct competitor, the travel times of both flights, and the elements of its own monopoly fare.  The weight of the direct fare decreases as product diversity (measured by the relative extra travel time involved in the indirect flight) increases.  Findings also suggest that a flight lasting about twice as long as its direct competitor can no longer be considered a substitute for that competitor.]]></description>
      <pubDate>Sat, 27 Jul 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/721507</guid>
    </item>
    <item>
      <title>PLANNING AND CONTROL OF TRANSPORTATION SYSTEMS: ROBUST AIRLINE PLANNING</title>
      <link>https://trid.trb.org/View/654227</link>
      <description><![CDATA[Airline operations are made up of many interdependent components. Both aircraft and crews are limited and costly resources. Aircraft are subject to strict maintenance rules; crews must follow complex Federal Aviation Administration (FAA) and union restrictions.  Coupled together, they form a complex network over which passengers flow.  Each planning decision, such as, the departure time of a flight, the type of aircraft flown, the pairing of flights for direct flights, can have a dramatic impact on other aspects of the system.  Decisions are usually made with the expectation that they will cover an extended period where each day has the same schedule and fleeting.  In reality, this is rarely the case.  In addition to planned deviations (for example, addition flights in business markets on busier days of the week), there are a vast array of unplanned daily deviations.  These range from a crowded flight needing a few extra unplanned minutes to load and unload passengers, to weather-induced ground holds which may significantly delay departures of a large number of flights, to an aircraft being grounded for unplanned maintenance, to a crew member not being available for his or her planned flight.  The author looks at how robustness may be measured and incorporated in the airline planning phase.  Her focus is on the fleet assignment problem, with some limited schedule adjustment. She focuses on three different areas including the identification of metrics to measure how operations deviate from the plan and how this impacts the rest of the system; the development of tools for comparing different plans given the same scenario of operational conditions; and the existence of alternate approaches to the fleet assignment problem that encourage robustness.]]></description>
      <pubDate>Tue, 11 Jul 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/654227</guid>
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