Elasticity is define as the “ quality somatotropin has being able to stretch and return to its original size and form ” . ( Oxford advanced scholars dictionary 6th edition ) . In Physics snap is defined as “ the belongings of a substance that enables it to alter its length, volume, or form in direct response to a force set uping such a alteration and to retrieve its original signifier upon the remotion of the force. ” ( ) .

Suppose that your employer allows you to work excess hours more after your contracted hours for excess wage at the terminal of the month, the sum of excess money you will gain at the terminal of the month will depend on how much more excess hours you are able to work. Then how antiphonal you are to this offer can be seen as snap.

Therefore I will specify snap as the step of grade of reactivity of any variable to excess stimulation.

From my illustration above snap can be calculated as

Em = per centum of excess money you earn/percentage of excess hours worked.

The construct of snap can be used to mensurate the rate or the exact sum of any alteration. In economics snap is used to mensurate the magnitude of reactivity of a variable to a alteration in its determiners ( sloman ) such as ( demand and supply ) of goods and services.

For the intent of this essay am traveling to be analyzing the construct of snap of demand and supply in the air hose industry.

Types of Elasticity

Monetary value or ain monetary value Elasticity of demand

Income snap of demand

Cross snap

Monetary value or ain monetary value snap of demand

It is the step of the grade of sensitiveness or reactivity of measure demanded is to a alteration in monetary value of a merchandise ( Edgar.K. browing ) . Our premise frequently is that all demand curves have negative inclines which means the lower the monetary value the higher the measure demanded but sometimes the grade of reactivity vary from merchandise to merchandise. For illustration a decrease in the monetary value of coffin nails might hold merely conveying about a small addition in measure demanded whereas a supermarket decrease in the monetary value of rinsing up liquid will bring forth a large addition in measure demanded The jurisprudence of demand and even Common sense tells us that when monetary values change, the measures purchased will alter excessively. However, by how much? Businesss need to hold more precise information than this – they need to hold a clear step of how the measure demanded will alter as a consequence of a monetary value alteration.

Price snap is calculated as the per centum ( or relative or rate ) of alteration in measure demanded divided by the per centum ( or relative or rate ) of alteration in its monetary value.


P?„D= % I”Q/ % a?†p

Here ?„ denotes snap and a?†


Elasticity step in per centum because it allows a clear comparing of alterations in qualitatively different things which are measured in two different units ( sloman ) . It is the lone reasonable manner of make up one’s minding how large a alteration in monetary value or measure, so their calls a unit free measuring.

By and large when the monetary values of good additions the measure demanded lessenings, therefore either of the figure will be negative which after division will stop up in a negative consequence, due to this fact we ever ignore the mark and merely concentrate on the absolute value, disregarding the mark to state us how elastic demand is.

The larger the snap of demand, the more antiphonal the measure demanded is of snap.

Degrees of snap

Absolutely elastic

Highly elastic

Relatively elastic

Relatively inelastic

Highly inelastic

Absolutely inelastic

Elastic Demand

Elastic demand occurs when measure demanded alterations by bigger per centum than monetary value. ( Sloman ) Here client has batch of other alternate. The value is ever higher than 1, the alteration in measure has a bigger consequence on entire consumer disbursement than in monetary value. For illustration if there is a decrease in the monetary value of a bottle of rinsing up liquid say from ?1.00 to 50p people will purchase more likely to hive away up, in making this they will stop up passing more on the merchandise than they will make on a normal twenty-four hours.

An Inelastic Demand

Elasticity in air hose industry

The air hose industry is profoundly impacted by the snap of demand, outwardnesss, pay inequality, and pecuniary, financial, and federal policies. The snap of demand is based strictly on current market conditions, thcustomer ‘s September 11th calamity had a negative affect on the full travel industry. It impacted the financial and pecuniary policies, supply and demand, and it created staffing jobs countrywide. The rate of pay inequality is bettering due to statute law that has created a wage addition in take parting metropoliss across the United States. The air hose industry is viewed has being unstable because it is based on current market conditions, and the market is ever altering. aim for travel, and available replacements. Outwardnesss continue to act upon the snap of demand. The

Elasticity of Demand

The air hose industry is an highly unstable industry because it is extremely dependent upon current market conditions. Events such as rising prices, terrorist onslaughts, and the monetary value of oil have greatly influenced the demand for air hose tickets throughout the old ages. Competition systematically affects the monetary value of air hose tickets because it gives the client other options. Substitutes that are being is going by train, auto, or avoiding travel whenever possible. Customers have resorted to all named replacements during disruptive times in our economic system. The snap of demand is greatly affected by the client ‘s intent for travel. Airline clients typically fly for concern or pleasance. With the moving ridge of engineering, a big per centum of concern travel has been eliminated to conserve disbursement.


In the air hose industry, monetary value snap of demand is separated into two sections of consumers and is considered to be both elastic and inelastic. A good illustration of how elastic demand is related to the air hose industry is in relation to go for pleasance. Pleasure travelers will be affected by the sum of travel they do based on the demand addition or lessening, affected by monetary values that lower with high demand or monetary values that rise with low demand ; straight attributed to competition in this market ( Gerardi & A ; Shapiro, 2007 ) . Inversely, the concern traveler would use to an inelastic demand for this market. This has shown by demand additions or lessenings, every bit good as the monetary value distribution attributed, which has small consequence on the purchasing power of the concern individual ( Gerardi & A ; Shapiro, 2007 ) . Furthermore, Voorhees and Coppett ( 1981 ) explain that elastic demands exist for the pleasance traveller due to demand increase lifting while monetary values lower and vise versa. The concern traveller experiences an inelastic demand due to the measure of service demanded and measure has non decreased as monetary values have risen. In other words, this travel is seen as a necessary concern tool, non affected by monetary value alterations in the demand curve.

As we have seen, the air hose industry is highly monetary value elastic. Small displacements in monetary values have dramatic effects on the consumer base. Outwardnesss, such as noise regulations, can do negative effects, driving cost

upward and baleful loss in demand due to a monetary value sensitive client base. Since deregulating, competition in the economic system have kept monetary values in the industry low and have caused air hoses to coerce cuts in countries such as rewards ; lending to a turning concern of pay inequality.


Gerardi, K. , & A ; Shapiro, A. ( 2007, April ) . The Effects of Competition on Price Dispersion in the Airline Industry: A Panel Analysis. Working Paper Series ( Federal Reserve Bank of Boston ) , 7 ( 7 ) , 1-46. Retrieved April 30, 2008, from Business Source Complete database.

Mankiw, N. G. ( 2004 ) . Principles of economic sciences ( 3rd ed. ) . Chicago, IL: Thomson South-Western.

Morrison, S. , Watson, T. , & A ; Winston, C. ( 1998 ) . Cardinal Flaws of Social Regulation: The Case of Airplane Noise. Retrieved May 8, 2008, from hypertext transfer protocol: //

Voorhees, R. , & A ; Coppett, J. ( 1981, Summer ) . New Competition for the Airlines. Transportation Journal, 20 ( 4 ) , 78-85. Retrieved April 30, 2008, from Academic Search Premier database.

The air hose industry is a private good. Mankiw ( 2004 ) , states that private goods are excludable and rival goods. One needs to see through the anti-trust Torahs and ordinances that tempt some to name the industry a natural monopoly ; air hoses still reserve the right to administrate monetary value and finish. The air hose industry shows that it is an excludable good by holding the power to topographic point monetary values on menus and holding the ability to decline service to any individual for whatever the ground. The air hose industry besides shows that it is a rival good because when person purchases fare for a place, it diminishes the ability for another individual to acquire a place on the plane. Because the air hose industry is a private good, in a competitory market topographic point, monetary values, supply, and demand are really sensitive to new policies or revenue enhancement incidences placed on them.

Associated viewd 18/11/10

WordPress.comThis phenomenal addition in the demand for domestic air travel is non surprising. Airfare is an expensive trade good that few people can afford or are willing to pay for it. Besides, a typical consumer may non be able to avail such trade good on a regular basis. It takes clip for the consumer to demand for it once more.

In economic sciences, this scenario is being explained by its ELASTICITY. The construct of snap is being referred as the reactivity of the measure demanded of a good or service to a alteration in its monetary value, income, or transverse monetary value. This station will supply a better apprehension on this affair, specifically the monetary value snap.


Below consists of indexs that determines the snap of a good/service. Domestic air travel has been employed as a sample trade good.

Substitutes. ( The more replacements it has, the higher the snap. ) Airlines have legion replacements such as land or sea transit.

Percentage of Income. ( The higher the per centum that the merchandise ‘s monetary value is of the consumer ‘s income, the higher the snap. ) Airfares are excessively expensive relation to household income.

Necessity. ( Basic goods have lower snap. ) Airline tickets are luxury goods.

Duration. ( The longer a monetary value alteration holds, the higher the snap. ) Airline menu does non alter for a long clip.

Breadth of Definition. ( The broader the definition, the lower the snap. ) Domestic air hose travel has more specific definition than ordinary air transit.

1. Introduction

The intent of this survey is to describe on all or most of the economic sciences and concern literature covering with through empirical observation estimated demand maps for air travel and to roll up a scope of menu snap steps for air travel and supply some judgement as to which snap values would be more representative of the true values to be found in different markets in Canada.

While bing surveies may include the leisure – concern category split, other of import market differentiations are frequently omitted, probably as a consequence of informations handiness and quality. [ 3 ] One of the chief value added characteristics of this research and what distinguishes it from other studies, is that we develop a meta-analysis that non merely provides steps of scattering but besides recognizes the quality of demand estimations based on a figure of selected survey features. In peculiar, we develop a agency of hiting characteristics of the surveies such as focal point on length of draw ; concern versus leisure ; international versus domestic ; the inclusion of income and inter-modal effects ; the age of the survey ; informations type ( time-series versus cross subdivision ) and the statistical quality of estimations ( adjusted R-squared values ) . By hiting the surveies in this manner, policy shapers are provided with a sharper focal point to assistance in judging the relevancy of assorted estimated snap values. [ 4 ]

2. Elasticity in the Context of Air Travel Demand.

Elasticity values in economic analysis provide a “ units free ” step of the sensitiveness of one variable to another, given some pre-specified functional relationship. The most normally utilised snap construct is that of “ own-price ” snap of demand. In economic sciences, consumer pick theory starts with maxims of penchants over goods that translate into public-service corporation values. These public-service corporation maps define picks that generate demand maps from which monetary value snap values can be derived.

“ Own-price ” snap of demand concept – airtrav_2e.gif – ( 1,979 bytes )

Therefore snaps are drumhead steps of people ‘s penchants reflecting sensitiveness to relative monetary value degrees and alterations in a resource-constrained environment. The ordinary or Marshallian demand map is derived from consumers who are postulated to maximise public-service corporation topic to a budget restraint. As a good ‘s monetary value alterations, the consumer ‘s existent income ( which can be used to devour all goods in the pick set ) alterations. In add-on the goods monetary value relation to other goods alterations. The alterations in ingestion brought about by these effects following a monetary value alteration are called income and permutation effects severally. Therefore, snap values derived from the ordinary demand map include both income and permutation effects. [ 5 ]

Own-price snap of demand measures the per centum alteration in the measure demanded of a good ( or service ) ensuing from a given per centum alteration in the good ‘s own-price, keeping all other independent variables ( income, monetary values of related goods etc. ) fixed. The ratio of per centum alterations therefore allows for comparings between the monetary value sensitiveness of demand for merchandises that might be measured in different units ( natural gas and electricity for illustration ) . ‘Arc ‘ monetary value snap of demand calculates the ratio of per centum alteration in measure demanded to per centum alteration in monetary value utilizing two observations on monetary value and measure demanded. Formally this can be expressed as:

Equation ( 1 )


Equationrepresent the ascertained alteration in measure demanded and monetary value

Equationrepresent the mean monetary value and measure demanded. The snap is unitless and can be interpreted as an index of demand sensitiveness ; it is mensurating the grade to which a variable of involvement will alter ( rider traffic in our instance ) as some policy or strategic variable alterations ( entire menu including any added fees or revenue enhancements in our instance ) .

In the bound ( when Equationare really little ) we obtain the ‘point ‘ own-price snap of demand expressed as:

Equation ( 2 )


Q ( P, S ) is the demand map

P = a vector of all relevant monetary values

P = the good ‘s own-price.

Q = equals the measure demanded of the good

S = a vector of all relevant displacement variables other than monetary values ( existent income, demographic features etc. )

We expect own-price demand snap values to be negative, given the opposite relationship between monetary value and measure demanded implied by the ‘law ‘ of demand, with absolute values less than integrity bespeaking ‘inelastic ‘ demand: a less than proportionate response to monetary value alterations ( comparative monetary value insensitiveness ) . Similarly, absolute values transcending integrity indicate elastic or more sensitive demand: a more than proportionate demand response to monetary value alterations ( comparative monetary value sensitiveness ) .

The ratio of alteration in measure demanded to alter in monetary value [ equation ( 1 ) ] high spots that snap measures involve additive estimates of the incline of a demand map. However, since snap is mensurating proportionate alteration, snap values will alter along about all demand maps, including additive demand curves. [ 6 ] Estimation of snap values is hence most utile for foretelling demand responses in the locality of the ascertained monetary value alterations. As a related issue, analysts need to acknowledge that in markets where monetary value favoritism is possible sum informations will non let for accurate anticipations of demand responses in the relevant market sections. In air travel, flights by a bearer are basically joint merchandises dwelling of differentiated service packages that are identified by menu categories. However the output direction systems employed by full-service bearers ( FSCs ) besides create a complex signifier of inter-temporal monetary value favoritism, in which some menus ( typically economic system category ) diminution and some addition ( typically full-fare concern category ) as the going day of the month draws nearer. This implies that ideally, empirical surveies of air travel demand should divide concern and leisure travelers or at least be able to include some information on booking times in order to account for this monetary value favoritism, and that monetary value informations should be calibrated for inter-temporal monetary value favoritism: for illustration, the usage of full-fare economic system category ticket monetary values as informations will overrate the absolute value of the monetary value snap coefficient. Within the set of differentiated service packages that comprise each ( joint merchandise ) flight, the comparative monetary values are of import in explicating the comparative easiness of permutation between service categories. Given the nature of inter-temporal monetary value favoritism for flights, the comparative monetary value could besides alter significantly in the clip period prior to a going clip.

The partial derived function in ( 2 ) indicates that snap steps monetary value sensitiveness independent of all the other variables in the demand map. However when gauging demand systems over clip, one can anticipate that some of import displacement variables will non be changeless. It is of import that these displacement variables be explicitly recognized and incorporated into the analysis, as they will impact the value of snap estimations. This will besides be true with some cross-sectional surveies or panels. [ 7 ] In peculiar alterations in existent income and the monetary values of replacements or complements will impact demand. In air travel demand appraisals, income and monetary values of other relevant goods should be included in the appraisal equation. Alternate transit manners ( route and rail ) are of import variables for short-haul flights, while income effects should be measured for both short and long-haul. The absence of an income coefficient in empirical demand surveies will ensue in own-price snap estimations that can be biased. With no income coefficient, ascertained monetary value and measure braces will non separate between motions along the demand curve and displacements of the demand curve. [ 8 ]

The incline of a demand map, which affects the own-price snap of demand, is by and large expected to diminish ( go shallower ) with:

The figure of available replacements ;

The grade of competition in the market or industry ;

The easiness with which consumers can seek and compare monetary values ;

The homogeneousness of the merchandise ;

The continuance of the clip period analyzed. [ 9 ]

Given the implied relationships above, any empirical demand survey should carefully specify market boundaries to include all relevant replacements and complements and to except merchandises that might be related through income or other more general variables.

In air travel, ideally market section boundaries should be defined by first separating leisure and concern riders and 2nd long-haul and short-haul flights. The ground is that we expect different behavior in each of these markets. Within each of these classs, differentiations should so be made between the followers:

Connecting and origin-destination ( O-D ) travel ;

Hub and non-hub airdromes ; [ 10 ]

Paths with dominant air hoses and paths with low-priced bearer competition.

In add-on, for the North American context, long-haul flights should be farther divided into international and domestic travel ( within Continental North America ) . These market section boundaries are illustrated in figureA 2.1A below, which besides highlights the comparative importance of intermodal competition for short-haul travel.

While differentiations in monetary value and income sensitiveness of demand between concern and leisure or long and short-haul travel are more intuitive, other differentiations are possibly less obvious. If available, informations that distinguishes between paths, air hoses and airdromes would supply of import estimations of how monetary value sensitiveness is related to the figure of viing flights and the willingness to pay of riders using a hub-and-spoke web, comparative to those going point-to-point, more normally associated with low cost bearers. To the extent that bing surveies assume that each rider observation represents O-D travel, they will non be capturing fare premiums normally associated with hub-and-spoke webs and full service bearers, nor will they needfully capture the complete path of travelers using a figure of point-to-point flights with a low cost bearer. For illustration, a rider who travels from Moncton to Vancouver with Air Canada, and utilizes the hub at Pearson International airdrome, is being provided with a figure of services that includes luggage checked through to the concluding finish and frequent circular points every bit good as a pick in flights and added flight and land comfortss. The menu for Moncton-Vancouver includes a premium for these services. Now consider a rider that is going with WestJet from Moncton to Hamilton, and so with JetsGo from Toronto Pearson Airport to Vancouver. In this instance there are no frequent circular points to be attained and luggage has to be collected and re-checked after a route transportation between Hamilton and Pearson International. Although the beginning and finish is the same for these riders, the paths are significantly different. In many instances informations used for demand estimations would non able to account for these differences.

Route-specific informations can besides capture competition that may be between airdromes and the services they offer every bit good as air hoses. This may be particularly true for certain short-haul paths where intermodal competition ( route and rail ) can play an of import function in determining air travel demand.

Figure 2.1

Market sections in air travel demand.

Intermodal competition ( route and rail ) – airtrav_7e.gif – ( 12,673 bytes )

3. Measurement Issues

Oum et Al. ( 1992 ) supply a valuable list of booby traps that occur when demand theoretical accounts are estimated and hence affect the reading of the snap estimates from these empirical surveies.

1. Price and Service Attributes of Substitutes: Air travel demand can be affected by alterations in the monetary values and service quality of other manners. For short-haul paths ( markets ) the comparative monetary value and service properties of car and train would necessitate to be included in any theoretical account ; peculiarly for short-haul markets. Failure to include the monetary value and service properties of replacements will bias the snap. For illustration, if airfares addition and car costs are besides increasing, the airfare snap would be overestimated if car costs were excluded.

2. Functional Forms: Most surveies of air travel demand use a additive or log-linear functional specification. Elasticity estimations can change widely depending on the functional signifier. The pick of functional signifier should be selected on the footing of statistical proving non ease of reading.

3. Cross-Section vs. Time-series Information: In the long tally demand snaps for non-durable goods and services are larger in absolute footings, than in the short tally. This follows because in the long tally there are many more permutation possibilities that can be used to avoid monetary value additions or service quality decreases. In consequence there are more chances to avoid these alterations with permutation possibilities. Data tends to be cross-sectional or time-series although more late panels have become available. A panel is a combination of cross-section and time-series – information on several paths for a multi-year period is a panel. Cross-sectional information is by and large regarded as bespeaking short tally snaps while time-series informations is interpreted as long tally snaps. In time-series informations the information reflects alterations in markets, growing in income, alterations in competitory fortunes, for illustration. Policy alterations should trust on long tally snaps since these are long tally impacts that are being modelled. Short tally elasticities become of import when sing the competitory place of houses in a extremely dynamic and competitory industry.

4. Market Aggregation/Segmentation: As the degree of collection increases the sum of fluctuation in the snap estimates lessenings. This occurs because collection norms out some of the implicit in fluctuation associating to specific contexts. Since air travel market sections may differ significantly in character, competition and laterality of trip intent, construing a decrease in fluctuation through collection as a good thing would be erroneous. Such estimations might hold comparatively low standard divergences but would be besides be comparatively inaccurate when used to measure the consequence of alterations in menus in a specific market.

5. Designation Problem: In most instances merely demand maps are estimated in efforts to mensurate the demand snap of involvement. However, it is good known that the demand map is portion of a coincident equations system dwelling of both supply and demand maps. Therefore, a straightforward appraisal of merely the demand equation will bring forth colored and inconsistent estimations. The job of designation can be illustrated by depicting the procedure by which menus and travel, for illustration, are determined in the origin-destination market at the same time. To pattern this procedure in its entireness, we must develop a quantitative estimation of both the demand and supply maps in a system. If, in the yesteryear, the supply curve has been switching due to alterations in production and cost conditions for illustration, while the demand curve has remained fixed, the attendant intersection points will follow out the demand map. On the contrary, if the demand curve has shifted due to alterations in personal income, while the supply curve has remained the same, the intersection points will follow out the supply curve. The most likely result, nevertheless, is motion of both curves giving a form of menu, measure intersection points from which it will be hard, without farther information, to separate the demand curve from the supply curve or gauge the parametric quantities of either. [ 11 ]

Earlier we identified beginnings of prejudice that can originate from jobs with collection, informations quality, inexplicit premises of strong separability among others. Almost all demand surveies have an implied premise of strong separability in that they merely consider air power markets in the analysis. Such surveies in consequence constrain all alterations or responses in menus or service to be entirely contained in the air power constituent of people ‘s ingestion package. The paper by Oum and Gillen ( 1986 ) is the 1 exclusion where consideration of permutation with other parts of ingestion was included in the modeling. It would be hard to pull out a decision from this one survey as to existence, grade and way of prejudice in snap estimations when other parts of ingestion are and are non included in the modeling. However, holding said this, an review of the snap estimates from this survey shows they are non significantly different than other time-series estimations.

3.1 Data Issues

Elasticity estimations depend critically on the quality and extent of the information available. Presently, the best information for demand appraisal is the DB1A 10A per centum ticket sample in the US, but even this information has some jobs. [ 12 ] The DB1A sample represents 10 per centum of all tickets sold with full path identified by the vouchers attached to the ticket. However with electronic tickets, as more and more tickets are being sold over the Internet, there is a turning part of overall travel that may non be captured in the sample. This means that the proportion is non 10 per centum but something less. [ 13 ] Other of import considerations are the sum of travel on frequent circular points, by crew and air hose forces.

In Canada we have hapless quality informations because it is uncomplete, even if it were accessible. Airports collect traffic statistics but these informations make it really hard to separate OD and section informations. Airlines study traffic informations to Statistics Canada ( or are supposed to ) but these informations do non include fare information or routing. Knowing the path or routing is of import because of differences in service quality and hubbing effects. Fare information is besides more utile than output information since it identifies the proportion of people going in different menu categories. Yet, in many instances yield information is used as a leaden norm menu. There is besides the job that bearers of different size may hold different coverage demands. Some research workers and advisers have been cobbling together informations sets for analysis by utilizing the PBX glade house information. These informations are limited and apply merely to those air hoses that are members of IATA. [ 14 ] The current public information available in Canada merely does non allow appraisal of any demand theoretical accounts.

Besides demand side informations it is besides of import to hold supply side information. Elasticity estimations should emerge from a coincident equations model. This information is more accessible through organisations like the OAG [ 15 ] , which provide information on capacity, air hose and aircraft type for each flight in each market. [ 16 ] These informations step alterations in capacity, flight frequence and timing of flights.

One survey, which undertook an extended study to roll up multimodal informations, [ 17 ] was the High Speed Rail survey sponsored jointly by the Federal, Ontario and Quebec authoritiess. This survey, which had three different demand patterning attempts, examined the potency for High Speed Rail demand, and subsequent investing, in the Windsor-Quebec corridor. The analysis included intermodal permutation between air, rail, coach and auto. The survey was undertaken in the early 1980s. However, it is non possible for public entree to any of the proficient paperss that would let an appraisal of the survey. Attempts in the past to obtain entree to the informations have proven fruitless.

3.2 Distinguishing Elasticity Measures

As we have stated, monetary value snap measures the grade of reactivity to a alteration in ain or other monetary values ( menus ) . However, attention must be exercised in construing the snap since they differ harmonizing to how they have been estimated. Many empirical surveies of air travel demand gauge a log-linear theoretical account. In measuring such surveies, it is of import to maintain in head that the empirical specification implies a certain consumer penchant construction because of the dichotomy between public-service corporation maps and demand maps. It is every bit of import to retrieve that through empirical observation estimated demand maps should incorporate some steps of quality and service differences or quality alterations over clip. Failure to include prosodies for frequent circular plans, flight frequence, finish pick or service degrees in gauging an air demand map can take to downward prejudice in the monetary value snap estimations.

Monetary value snaps can be estimated for aggregative travel demand every bit good as average demand. Figure 3.1 illustrates the differences between sum and average snaps. [ 18 ] Our involvement is in average snaps non the aggregative sum of travel but it is of import finally that any policy analysis take history of the impact of any policy alteration on sum travel every bit good as average redistribution. The impact of a alteration in monetary value on aggregative demand would be measured by the -fis in Figure 3.1 whereas the Fiis would mensurate the impact on air travel demand. The Fiis are a composite or combination of the fis and the Miis.

The Canadian air power industry has undergone important alteration in the last several old ages. In 2000 Air Canada completed its coup d’etat of Canadian Airlines, which left it with in surplus of 80 per centum market portion. Market laterality leads to different menu and service quality degrees. As a consequence of higher menus, for illustration, we should happen higher absolute values of snaps of demand merely because with higher menus we have moved further up the demand curve. In 1996 Westjet entered the market and has continued to turn each twelvemonth. Canada 3000 exited the market in 2001, as did Canjet and Royal ( as portion of Canada 3000 ) . Roots air hose has come and gone but Canjet has reemerged in eastern Canada and JetsGo is offering some degree of service on longer draw domestic flights every bit good as in the Montreal-Toronto market.

The entry of low cost bearers leads to take down menus for a subset of traffic and rivals will offer a supply of seats to fit these menus. Lower mean menus should take to lower demand snap estimations, while additions in the figure of rivals in the market will take to higher demand snap estimations.

Figure 3.1

Figure 3.1 -Ddifferences between sum and modal snaps – airtrav_8e.gif – ( 6,091 bytes )

One should non confound low cost bearers with a looking deficiency of working monopoly power. High monetary values or menus are non synonymous with monopoly and low menus with competition. Airlines like Westjet where they are the exclusive air hose functioning the market may still move as a monopolizer but charge low ( Er ) fares. Net income maximizing monopolizers monetary value where fringy cost peers fringy gross, if fringy cost is low, one should anticipate to see lower menus but still fringy cost and gross are equalized. Monopolists are by and large viewed as being high monetary value because they are high cost and the high costs are attributable to some grade from a deficiency of competitory subject in the market. Full service bearers runing with hub-and-spoke systems have a high cost concern theoretical account while low cost bearers have a low cost concern theoretical account.