III.1. General geographical overview of airports in Europe and interdependencies of air traffic and socio-economic situation of airport zones

III.1. General geographical overview of airports in Europe and interdependencies of air traffic and socio-economic situation of airport zones

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Dr. Kasarda publishes every year the list and the status of the aerotropolises and airport cities in the word⁹. The recent list includes 45 operational aerotropolises and airport cities, of which 12 are located in Europe. In our continent there are 8 of the 39 aerotropolises and airport cities in developing status. The operational European airport cities and aerotropolises are situated mainly in the central areas of the continent while the developing ones are located in the peripheral zones. (The map of . figure doesn’t include Moscow!)

The operational airport cities and aerotropolises are situated in the most developed areas of Europe. It should be remarked that the developments of airport cities or aerotropolises begun in those regions as well, which regions had the most possibilities of economic development in the early 2000. Unfortunately some of them have had to suffer the consequences of the crisis, e.g.: Budapest Liszt Ferenc Airport.

In the database of the EUROSTAT there are around 660 European airports included of which there are published figures available on 510 airports, like passenger, commercial movements and air cargo flows (in tonnes). Most of them are small, local airports with moderate passenger flows and few destinations served (see: . figure), only 314 facilities are major airports, which serve over 100 thousand passengers yearly.

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We have analyzed the linkage between the air traffic (both passenger and freight) of each airport and the average population, the GDP, the share of services in the GDP and the employment in the NUTS3 region of the airport. Although there are quite considerable differences between the sizes (territorial and as regards on population) of the NUTS3 regions, it was possible to show this correlation between these factors.

The source of every data is the EUROSTAT Database¹¹: the air traffic includes passengers on board, and freight loaded and unloaded on each airport, GDP is calculated on current market prices and in PPS (Purchasing Power Standard) etc. as it is indicated in the database.

We have found that there are positive, but generally only medium strong correlations between the air passenger traffic or air freight transport (as dependent variables) and these independent variables. The most relevant indicator of them is the volume of GDP followed by the number of employed persons and the population of the NUTS3 region of the airport. The relations between these variables are the strongest in case of those airports which are not considered as airport cities or aerotropilises. It is very interesting that the correlations between these variables and the number of passengers or the air cargo volume are much weaker if we classify the airports by air passenger number or freight volume.

For example the correlation between the amount of GDP in current market prices and passenger traffic is almost 0,61 so the variation of this variable can explain more than 37% of the differences between the airports. It is very interesting, that there is significant difference between the group of aerotropolises and airport cities and the rest of the airports. In case of aerotropolises and airport cities (see . figure) the correlation is only 0,32 meanwhile in case of the rests of airports (see . figure) this ratio is almost 0,69. With other words: only 10% of air passenger traffic deviations could be explained by the differences of GDP of each NUTS3 region in case of the airport cities and aerotropolises meanwhile almost the half (47%) of the differences of the other airport’s air passenger traffic could be explained with this factor.

Correlations between different socio-economic indicators and air passenger traffic/air cargo traffic volume, 2010

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Among the airport cities and aerotropolises the air passenger (0,37) and cargo (0,49) volume show medium strong correlation with the share of services in the GDP of the NUTS3 region. It is not surprising hence this type of airport development supposes the needs of this type of economy in the neighbourhood of those airports.

The relation between the amount of GDP or the level of GDP/persons don’t explain very much of the differences of air passenger traffic volume if we classify the regions and their airports by the number of traveller. In case of smaller airports even there couldn’t be find correlation between the number of air passengers and the economic development level of the region. In this case only the GDP volume and the air cargo volume show some considerable correlation in the group of smaller airports.

Relation between passenger traffic and GDP, airport cities and aerotropolises

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Most airport cities and aerotropolises are developed near to the largest air traffic hubs, they serve not only the population of the closer region but other regions as well.

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Nevertheless the air passenger traffic in case of aerotropolises and airport cities the higher correlation can be demonstrated with the share of services in the GDP of each NUTS3 region (see . figure).

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In case of the rest of airports the strongest correlation can be stated with the number of employed persons (see . figure).

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We have studied the relationship between the economic growth and the air passenger traffic growth in Europe as well. Due to the fact that in the Eurostat database there are GDP growth data available only on NUTS2 level we merged first the different, before mentioned European airport’s growth rates to their NUTS2 level. Unfortunately economic growth rate data are available only until 2010 therefore we were not able to include the last years’ tendencies in the study. So we realized the calculations with the figures between 2007-2010. The correlation we obtained is practical zero! It means that the changes in economic performance of the different regions of Europe had no stochastic functional influence on the development of the air passenger traffic of their airports (see . figure)! With other words: it is more important the level of the economic performance of a region than the dynamism of the economy!

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We also have studied whether are differences between the groups of smaller and larger airports, or regional airports and airport cities or not. It is very important that there are no differences between these groups: in every case the dynamism of the air traffic volume of a region is independent from the changes of their economic growth. For example in case of the airport cities in Europe the determination coefficient is only 0,02! (see: . figure)

Relation between economic growth and air traffic changes in Europe 2007-2010

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The density of airports shows correlation with the share of R+D activity and the characteristic (urban or rural) of the regions as well (see: . figure).

The urban areas and the R+D activity centres need more air traffic relation as other regions due to higher incomes, higher movement activity rates both regarding on business activities and holidays.

The higher income level of the population, the more important role of “contact intensive” activities, like R+D, multinational companies’ headquarters, large universities need and at the same time can finance the relative quick air traffic in these regions.

Some air traffic generating factors in Europe, I

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Also the relative high density of airports can offer good connections between destinations of larger distances when travellers can visit the other city within one day without spending the night in the other place. The travel cost could be even smaller then a night in a hotel and the meetings can be arranged at the airports without any time loss of the travellers. On the other hand the density of airport offers good connections for people to other cities for visit them within a weekend contributing by this way to the development of city tourism as well.

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