bi-level TAKEBAYASHI, Mikio KURODA, Katsuhiko B777 Bi-Level Vol.11 No Winter 021

Transcription

1 33 bi-level TAKEBAYASHI, Miio KURODA, Katsuhio 1 B m Bi-Level Vol.11 No Winter 021

2 Oum 5 demand-supply interaction model Hong 6 Kanafani 7 Hsu 8 Adler 9 bi-level hub-spoes 3 13 Multi Nomial Logit/MNL 12 MNL OD Kanafani 7 Logit HsuAdler Kanafani Hong 6 Logit Logit 2 bi-level 2 3 bi-level OD rs OD rs OD n rsod K rs n rsodn l n n I n n f l n l n n C O l np Vol.11 No Winter

3 p s r n rs OD n u r s n rs OD n x r s n rs ODnn x l n nl n v l n nl n 1 1 G h h ln h :l n h1 2 r s l n n rs OD n l n 1 2 x r s n 1, 2, 3 d rail l nl n nl n f l n -n f l -n OD rsx r s n minx r s n p r s n x s r n l n C O l np f l n n Subject to Bell 14 Zhou n Vol.11 No Winter 023

4 n2 2 6 Subject to u s r u l t l p l 1/f l l 6 OD 7 8 Bell Zhou 15 Hong 9 bi-level Zhou 15 2 Lam 17 2Zhou Lam y l n 1 y l n,x r s n Nash OD i2 024 Vol.11 No Winter

5 OD OD OD ii iii iv JAL ANA 2 JAL ANA ICAOFinancial Data / 2 B747SR 550 B B B B777 B B737 DHC OD OD OD OD JTB JAL/JAS JALANA d rail 4.92 t t t t / JAL ANA 100 / 100 / 30 / R Vol.11 No Winter 025

6 5,000 4,500 4,000 3,500 3,000 2,500 2,000 1,500 1, JAL 99.2 ANA ITM OAK KIX UKB 3 1, R ,000 1,500 2,000 2,500 3,000 3,500 4,000 4,500 5,000 ITM- CTS KIX- CTS UKB- CTS ITM- HND KIX- HND UKB- ITM- HND FUK KIX- FUK ITM- OAK ANA ANA 2006 JAL JAL 2006 KIX- OAK UKB- OAK HND UKB 4.3 UKB 3 KIX ITM KIX ITM UKB KIX KIX 4UKB 10 UKB 10 KIX UKB 026 Vol.11 No Winter

7 10 KIXUKB UKB UKB UKB UKB UKB 20 UKB KIX UKB 10 28,844 18,344 14,195 61,382 28,807 19,086 15,313 63,205 28,562 1, ,157 62,098 28,452 20,096 13,847 62,395 28,356 20,674 13,761 62,790 ITM 1.7 UKB 7.9 ITM ITM:KIX:UKB 47:30:23 45:33:22KIX UKB KIX20 ITM ITM KIX 1 4 5KIX KIX KIX KIX KIX KIX KIX UKB KIX 40 KIX UKB KIXKIX KIX KIX Vol.11 No Winter 027

8 UKBITM KIXKIX UKB UKB UKB 2 UKB 30 UKB20.6 UKB UKB ITM KIX 3 UKB20 2.6UKB ,844 18,344 14,195 61,383 28,749 18,112 14,912 61,773 28,471 17,864 16,061 62,396 28,264 17,618 17,125 63, UKB UKB KIX 7KIX- UKB UKB UKB UKB KIX UKBKIX UKB KIX UKB 30 KIX 10 Case 820 Case Case 89 3 KIX UKB UKBCase 7 8KIX 0.3UKB KIX UKB KIX 28,844 18,344 14,195 61, ,264 17,618 17,125 63,007 Case 8 28,280 17,661 17,030 62,971 Case 9 28,274 17,671 17,019 62,964 3KIX UKB 028 Vol.11 No Winter

9 1 KIXKIX KIX 2 UKB UKB UKBKIX UKB KIX UKB 4ITM KIX UKBITM 3 KIX UKB 3KIX KIX KIX KIX CDROM No.24, pp No. 482/IV-22, pp Oum, T.H., Zhang, A., and Zhang, Y. 1993Inter-firm rivalry and firm-specific price elasticities in deregulated airline marets Journal of Transport Economics and Policy pp Hong, S. and P.T. Harer: 1992 Air traffic networ equilibrium: toward frequency, price and slot priority analysis Transportation Research 26B No. 4, pp Kanafani, A. and A. Ghobrial 1985Airline hubbing: some implications for airport economics Transportation Research 19A No. 1, pp , Hsu, C.I. and Y.H. Wen: 2003Determining flight frequencies on an airline networ with demand-supply interactions Transportation Research 39E pp Adler, N. 2005The effect of competition on the choice of an optimal networ in a liberalized aviation networ with an application to Western Europe Transportation Science 39 pp No. 14, pp No. 611, -42, pp No. 667/IV-50, pp No. 772/IV-65, pp Bell, M. 1995Stochastic User Equilibrium Assignment in Networs in Queues Transportation Research 29B: pp Zhou, J., W.H.K. Lam, and B. Heydecer 2005The generalized Nash equilibrium model for oligopolistic transit maret with elastic demand Transportation Research 39B pp Miio Taebayashi 2008Evaluation of Asian Airports as Gateway: Application of Networ Equilibrium Model Pacific Economic Review 17 Lam, W.H.K., J. Zhou, and J. Sheng 2002A capacity restraint transit assignment with elastic line frequency Transportation Research 36B pp Managing the Domestic Air Passengers' Demand under Multiple Airport System By Miio TAKEBAYASHI and Katsuhio KURODA This paper discusses the crucial issues considering the desirable demand balance among three airports locating in Metropolitan Osaa, i.e. Kansai, Osaa, and Kobe Airports; the issues are runway capacity constraints at Kobe Airport, and unfavorable location of Kansai Airports in terms of accessibility. We apply the bi-level type networ equilibrium model to domestic transport marets from/to Metropolitan Osaa. We have a few suggestions from the computation. One is that in terms of total passenger's flow, the discount of access fee to Kansai is limited, while relaxation of capacity constraints at Kobe is very effective. Key Words : multiple airport system in Metropolitan Osaa, runway capacity constraint, discounted access fee Vol.11 No Winter 029