Search results

Airport economics literature has recently included the supply of concession services among the factors that might affect airport pricing. In particular, there is only little empirical analysis on whether: (i) the supply of airport concession services can stimulate the demand for travel (two-side complementarity) and (ii) the demand for airport concession services is independent of traveling activities (welfare neutrality). In this chapter, we survey papers that have addressed two-side complementarity and welfare neutrality in airport concessions. Our goal is to discuss the different assumptions that have shaped the models and to collect evidences, facts and empirical findings that may support analytical hypotheses. We argue that the notions of two-side complementarity and welfare neutrality might be interrelated – especially when airports invest in concessions in the area accessible to non-passengers. Welfare gains should be assessed on a case by case basis, depending on the type of airport in terms of ownership, size (and the relative mass of connecting passengers compared to origin–destination passengers), and the source of concession revenues. Our arguments might be particularly relevant to policy makers who need to understand (i) whether the supply of concessions reduces or increases the benefits of airport (aviation) price regulation and (ii) whether the effective control of market power may require the regulation of the prices of both the businesses.

The purpose of this paper is to understand how is the workplace changing with the age-range of its workforce? Why is happiness and wellness in the workplace being prioritised more than ever before? Will the workplace of the future be designed as a serviced experience rather than the office that is known today? This paper aims to examine these questions, and why the answer might be found in the influence of Generation Y and technology organisations.

The approach to this paper is to draw from a number of sources – AECOM’s published paper for the BCO on how the TMT sectors are impacting office design – extensive AECOM project experience and research in practice. The presentation prepared for cutting edge was the starting point for the structure and content of this paper.

The authors are designing for multiple generations at work, not just the youngest people. The authors can learn much, however, from the trends being set by the youngest sectors, such as technology organisations with their Generation X board members driving speed, informality and a work/life blend. The next generation workplace will be designed with more emphasis on diversity, choice, flexibility and sustainability. The office will be as much about the experience and service provision as the physical space supporting people holistically for a happier, healthier and more productive workforce.

There are multiple topics addressed in this paper. Research and findings are drawn from other sources. New research is beyond the scope of this paper.

Looking ahead, developers and architects will need to reuse empty office space in other ways. The city block of the future must be mixed-use, vertically and horizontally, and incorporate offices, residential, dining, leisure and co-working, with a permeable, linked-up ground floor. City blocks today are sometimes segregated, designed as separate buildings in one, with separate entrances breaking up the ground floor into separate domains. The city block of the future needs to be more joined up, more connected and open at ground floor level to allow a mix of people and functions, creating more public space.

The opportunity is to create sustainable and highly utilised environments where people can work, live and socialise.

Drawing from the AECOM proprietary global occupancy database which contains 25 years of data of how buildings are actually used over time. This paper includes the data for the last ten years. Applying the reality of four generations in the workplace to the design of office buildings.

The passenger air travel market has recently been impacted by two major innovations: first, in the 1990s, the rise of “low-cost carrier” (LCC) airlines offering cheap one-way point-to-point tickets, and then, in the new millennium, the emergence and enthusiastic adoption by consumers of online Internet booking systems. It has been suggested that the transparency of Internet booking would result in only the lowest fare offerings being sustainable in the market, and the simplicity and efficiency of LCCs would mean that it would be their fares that would be the lowest.

Research analyzing competition and individual carriers' financial condition's influence on pricing behavior in the airline industry are presented in the first part of the book. The initial chapter by Manuel Hernandez, Anirban Sengupta, and Steven Wiggins directly tests whether competition creates a challenge for legacy carriers practicing nonlinear pricing such that passengers are charged different prices for the same flight without cost justification. The authors use transactions level data, which has the advantage of allowing an empirical examination of the effect of Southwest and other LCCs on both the level and structure of fares of legacy carriers. The analysis is performed by defining a menu of airline fare types according to restrictive ticket characteristics to then evaluate the competitive effects of both Southwest and other LCCs, including adjacent and potential competition from Southwest, on the relative pricing behavior of major carriers. Findings suggest that competition from Southwest has an important effect on both the level and fare structure of legacy carriers. In particular, direct and potential competition from Southwest both lower the fare per mile and compress the fare structure by decreasing the premia of the highest fares, including first-class tickets, over the lowest fares. Adjacent competition from Southwest and direct competition from other LCCs only seem to significantly affect the fare level.