Koji Domae

The purpose of this paper is to assess the applicability of a power law to the geographical distribution of airports, focusing on domestic passenger traffic in Japan and the UK. After estimating the Pareto exponents using a rank–size regression from the three perspectives of airport traffic, route traffic and interairport distance, this paper examines the competitive or complementary relationship among airports. It analyses route traffic for domestic passengers using a gravity model. The results show and compare how airport systems are shaped in these two countries. The paper sheds light on the power law and refines our understanding of the mechanism underpinning the geographical distribution of airports.

The main purpose of our research is to explore the dynamic change of hub status for four cities in the Middle East (Dubai, Doha, Abu Dhabi and Istanbul) from an international air passenger traffic perspective, with a special focus on the intercontinental air transport market between Europe and Asia. The research examines the international air passenger traffic flows between Europe and Asia, from/to the Middle East to/from these two regions and within these two regions, and, in turn, assesses the hub status of these four cities against European and Asian hubs over the last thirty-five years from 1982 to 2016. It employs a gravity model composed of GDP, population and distance, incorporating a hub effect as an explanatory factor of its level of international air passenger traffic movements. The empirical results of the research confirm the dynamic change of air traffic hub status for cities in the intercontinental air transport market between Europe and Asia, demonstrating a much stronger presence of Dubai and Doha as an international air traffic hub over this period.

The purpose of this paper is to assess the spatial distribution of airports from the perspective of the power law. Its focus of attention is the domestic passenger traffic in Japan and the U.K. After providing a graphical overview of the spatial distribution of airports in these two countries, the paper describes the changing patterns of rank-size regularity in the airport traffic for domestic passengers and provides the estimates of Pareto exponent and their temporal changes by the rank-size regression over the 20 years from 2000 to 2019. Then, the paper focuses on size and distance to examine their effects on the domestic passenger traffic of a relevant airport. The paper finally demonstrates and compares the way the airport hierarchy is actually shaped in these two countries. The paper sheds light on the power law to refine our understanding of the mechanism underpinning the spatial distribution of airports in Japan and the U.K., which is one of the key contributions of this paper.

Nagoya in Japan is ranked 35th in the world in terms of the population size. It is a global metropolitan area along with Bangkok, Seoul, London and Chicago, etc. From an air transport perspective, however, Chubu Centrair International Airport, main airport in Nagoya, falls into regional airport, in contrast to the above four cities' airports which are all mega hubs for international air transportation. It is identical with Daegu, the third-ranked city in Korea, and Taichung, the third-ranked city in Taiwan. In these countries, the third-ranked city is located between the first-ranked and second-ranked cities and there exist well-developed high-speed railway networks between them. Therefore, there is virtually no domestic air links from/to the third-ranked city to/from the first-ranked and second-ranked cities in these countries. Our research question is relevant to the assessment of the possibility and limitation of air traffic growth in the third-ranked cities in these countries.

The objective of this paper is to develop a refined gravity model for the quantitative assessment of competitive hub status of cities between 2000 and 2012 from the perspective of international air traffic movements. Its focus of attention is Europe and Asia, where cross border competition has been witnessed among major cities for the role as a key international air traffic hub. To this end, the research incorporates global network connectivity (GNC) as a measure of business connections into an established gravity model that previously relied on GDP per head, population and distance to account for international air links. The results confirm the dynamic change of the air transport city hierarchy, demonstrating a stronger presence of a number of previously secondly ranked cities as international air traffic hubs over this period. The paper concludes with suggestions that possible extension of geographical scope and incorporation of domestic air traffic could enrich the insight of this approach.

<p>This paper measures and compares the connectivity developments in air transport networks at the primary airports in Asia. To determine how the connectivity at these airports has developed in the specific markets, the connectivity figures are broken down by regions. For an assessment of the model and its application, the paper conducts scenario analyses for Chubu Centrair International Airport in Nagoya, Japan, on the connectivity impacts of an additional flight from this airport to large hub airports in Europe, North America and Asia, and of moving all domestic flights from Nagoya Airfield, the other airport in Nagoya, to this airport. The results reveal that the most striking growth of air network connectivity developments has been found at the three airports in Mainland China (Beijing, Shanghai and Guangzhou) and Tokyo International Airport. The model is helpful for airports to assess their network performance and their competitive hub status vis-a-vis other airports.</p>

<p>The concept of industrial clusters has drawn considerable attention as a new perspective of regional and industrial policies in Japan. As for aerospace industry, Chubu region, including Aichi prefecture, was designated the International Strategic Comprehensive Special Zone in 2011. After providing an overview of the spatial concentration of aerospace industry at the municipal level in Japan, this paper aims to examine agglomeration economies with a special focus on aircraft parts industry in Aichi prefecture. The empirical results reveal strong evidence of urbanization economies or Jacobs type of externalities in contrast to maritime manufacturing sector. This suggests that knowledge spillovers and technological innovation could more easily occur in the industrially diversified environment. The paper concludes with the suggestion that agglomeration economies will play a more prominent role in the formation of aerospace industrial clusters.</p>

The main purpose of this paper is to explore the effect of business connectivity between cites on their international air traffic movements. Its focus of attention is Asia, where economic development is underpinned by a complex set of international flows of trade and investment. After describing the research of GaWC on world cites and city links, this paper incorporates a measure of business connections into an established gravity model to account for international air traffic movements. The paper also examines the correlation between international aviation networks and those of advanced producer service (APS) firms. Results confirm that business connectivity between cites is a more important influence on the level of international air traffic movements from/to and within Asia and has a strong co-relation to international air traffic links by network legacy carriers. The paper concludes with suggestions that possible incorporation of domestic air traffic movements and air links could enrich the insight of this approach.

This paper examines international air traffic movements on the segment level and, in turn, the hub status of cities over the 35 years from 1982 to 2016 by a gravity model composed of GDP per head, population, distance and some dummy variables. Its focus of attention is Asia, where cross border competition has been witnessed among global cities for the role as a key international air traffic hub. The research also incorporates the measure of business connections into an established gravity model to account for international air links. The results confirm the dynamic change of the air transport city hierarchy, demonstrating a stronger presence of cities in China and a number of previously secondly ranked cities as international air traffic hubs over this period.

This paper examines international air traffic flows from, to and within East and Southeast Asia, and in turn the hub status of cities over the years from 1982 to 2012. Its focus of attention is the effects of new international airports and integrator's hubs on the mobility of cities in a region's urban hierarchy. The results reveal that Hong Kong, Shanghai, Guangzhou, Bangkok, Kuala Lumpur and Seoul are strengthening their positions as international air traffic hubs, all of which opened a new international airport. Meanwhile, three global air-freight integrators have constructed a global or regional hub in most of these cities. In contrast, Tokyo is downgraded from a top ranked global city during the period analyzed.

Within Asia, international air cargo market has drastically expanded over the past decades with strong economic growth and economic integration at both the global and regional levels. Meanwhile, three global airfreight integrators, DHL, FedEx and UPS, are now developing their hub-and-spoke networks in this region. The main purpose of this paper is to examine their market performance in East Asia by a gravity model, incorporating two measures of business connections and integrators' hub function. The results confirm that business connectivity and hub function of these air-freight integrators have the most important influence on the level of international air cargo flows within this region. The paper also reveals that DHL has the strongest gains after 2000, followed by FedEx.

This paper investigates agglomeration economies in the maritime manufacturing industry at the prefectural level in Japan. After measuring the level of industrial diversity, regional specialization and local competition of maritime manufacturing industry in the 47 prefectures in 2014, this paper calibrates the production function to explore static external economies, urbanization and localization, in the maritime manufacturing industry. The paper also examines three types of agglomeration: Marshall-Arrow-Romer (MAR), Porter and Jacobs, all of which underline the role of knowledge spillovers. The empirical results reveal some evidence of agglomeration economies. They also show that regional specialization and local monopoly could stimulate the production amount in the maritime manufacturing industry. This suggests that knowledge spillovers could more easily occur in the geographically concentrated and locally monopolistic environment, consistent with the theory of MAR.

The main purpose of this paper is to examine dynamic externalities in the Japanese maritime manufacturing sector over the 26 years from 1989 to 2014. After measuring the level of industrial diversity, regional specialization and local competition of maritime manufacturing industries in the 53 industrial districts in 2014, this paper explores the three types of dynamic externalities in the 39 out of these industrial districts, Marshall-Arrow-Romer (MAR), Porter and Jacobs, all of which underline the role of knowledge spillovers in encouraging growth in industries, cities or regions. The empirical results reveal no strong evidence of agglomeration economies, but judging from the signs of parameters, regional specialization and local monopoly could stimulate employment growth in the]apanese maritime manufacturing sector. This suggests that knowledge spillovers could more easily occur in the geographically concentrated and locally monopolistic industrial districts, basically consistent with the theory of MAR.

This paper explores the effect of business connectivity between cities on their air traffic connections, and in turn on their place in a region's urban hierarchy. Its focus of attention is East Asia, where economic development is underpinned by a complex set of international flows of trade and investment. Business connectivity is a key part of these flows. The research incorporates a measure of business connections in a regression model that previously relied on GDP per head, population and distance to account for international air links. Results confirm that business connectivity is a more important influence on the level of international air links within East Asia, and plays a major role in explaining the changes in city rank over time. The paper concludes with suggestions that possible incorporation of domestic air travel (itself larger than the intra-regional flows in this region) could enrich the insight of this approach. (C) 2016 Elsevier Ltd. All rights reserved.

我が国では，1980 年代半ばより国土の均衡ある発展に向けた政策の一環として，地方港湾のコンテナ化と国際航路開設が推進された。現在では，60 港を超える国際コンテナ港湾が存在する。その結果，アジア諸港湾の台頭とともに，日本港湾の海外フィーダー化によって，我が国の港湾を経由しない輸送航路が増加し，我が国の主要港湾への基幹航路寄港回数は減少傾向にある。そこで，アジア主要港湾として選択される港湾を目指して，2010 年に国際コンテナ戦略港湾政策が発表され，京浜と阪神が選定された。すなわち，我が国の港湾選択は，「選択」と「集中」へと大きく方針を転換したといえる。本研究では，アジア北米西岸航路（東航）を対象として，我が国の主要港湾における国際競争力が低下している現状を把握した。そして，荷主や船社が輸送経路や利用港湾を選択する際に，重視する要因について分析を行った。さらに，我が国は大規模災害に対して脆弱性を有することから，我が国の国際コンテナ物流機能の分散を評価する観点から検討を加えた。