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Low-cost carriers emerged following the deregulation of US and later the European (EU) aviation markets. Companies like Ryanair and easyJet have shown rather impressive growth figures. For instance, annual growth rates in the number of passengers of 20–60% were realised by the larger European low-cost carriers in 2000 and 2001. These rates are obviously much higher than the European average of 8.1% and -1.2%, respectively ( AEA (2001), AEA (2002) ). Growth rates in profits have shown similar developments. Low-cost airlines are usually thought of as “budget airlines”, targeting the price sensitive, “non-business” corner of the market. But more and more, also business travellers choose to fly low-cost airlines, perhaps after a careful consideration of price and quality of the various alternatives, or simply because travel budgets may have deteriorated due to the economic downturn.
Now that business travellers are also choosing to travel on low-cost carriers, the market segments on which low-cost carriers and conventional carriers operate start to overlap. Even though in some markets there may be no direct competition because low-cost carriers may choose to fly to smaller, less congested and cheaper airports, conventional carriers may still loose (business) passengers to low-cost carriers when the total trip cost (including the fare and airport access and regress costs), after taking account of other quality aspects, is lower for the low-cost alternative. It is therefore interesting to see how conventional carriers react to pricing decisions by low-cost carriers, and vice versa: is there evident price competition between carriers in specific markets?Without going into detail on the exact pricing strategies of low-cost airlines, this paper attempts to analyse airline responses to their competitors´ price moves. Specifically, we look at price adjustments by carriers in the London–Paris market, and see whether there are significant relations between these adjustments and the adjustments of competitors.
- 2 decades agoFavorite Answer
低成本搬運工繼放鬆對美國和過后歐洲人(歐盟)航空市場的經濟干預之后出現。 象Ryanair 和easyJet一樣的公司已經顯示相當給人深刻印象的發展數字。 例如，在2000 和2001年更大的歐洲低成本搬運工實現了在20 0%的乘客的數量方面的年成長率。 這些比率比8.1% 和-1.2%的歐洲平均數顯而易見高得多，分別(AEA(2001)，AEA(2002))。 在利潤方面的成長率已經顯示相似的發展。 低成本航空公司通常認為是udget 航空公司瞄準敏感的價格，市場的在businesscorner上。 但是越來越多， 此外出差者選擇飛越低成本航空公司， 或許在一價格的詳細考慮和各種各樣的選擇的質量之后，或者完全旅行預算可能惡化，由於經濟下降趨勢。 既然出差者也正選擇關於低成本搬運工旅行，低成本搬運工和道統的搬運工操作的市場部分開始重疊。 在一些市場內，可能沒有因為搬運工可能選擇飛往得更小，較少擁擠的低成本和更便宜的飛機場的直接競爭即使， 常規搬運工在低費用到那時那些總旅行花費的搬運工釋放(生意)乘客仍然能(包括那些票價和進入飛機場並且回歸花費)， 在考慮其他質量方面之后，對于其它低成本更低。 看出道統的搬運工怎樣對低成本搬運工的定價決定有回應，反之亦然是因此有趣的︰ 在在具體的市場的搬運工之間有明顯的價格競爭嗎？ 沒有關於低成本航空公司的精確價格策略詳細說明，這文章試圖分析對他們的competitors 價格的回應移動的航空公司。 明確， 我們看在Londonaris 市場方面的搬運工的調價，和看看是否在這些調整和競爭者的調整之間有重要的關係。Source(s): 直接用軟體翻的~沒有修改喔~Sorry呀......