Late-demographic dividend | Air transport, registered carrier departures worldwide

Registered carrier departures worldwide are domestic takeoffs and takeoffs abroad of air carriers registered in the country. Development relevance: Transport infrastructure - highways, railways, ports and waterways, and airports and air traffic control systems - and the services that flow from it are crucial to the activities of households, producers, and governments. Because performance indicators vary widely by transport mode and focus (whether physical infrastructure or the services flowing from that infrastructure), highly specialized and carefully specified indicators are required to measure a country's transport infrastructure. The air transport industry a vital engine of global socio-economic growth. It is of vital importance for economic development, creating direct and indirect employment, supporting tourism and local businesses, and stimulating foreign investment and international trade. Economic growth, technological change, market liberalization, the growth of low cost carriers, airport congestion, oil prices and other trends affect commercial aviation throughout the world. Limitations and exceptions: Countries submit air transport data to Civil Aviation Organization (ICAO) on the basis of standard instructions and definitions issued by ICAO. In many cases, however, the data include estimates by ICAO for nonreporting carriers. Where possible, these estimates are based on previous submissions supplemented by information published by the air carriers, such as flight schedules. The data cover the air traffic carried on scheduled services, but changes in air transport regulations in Europe have made it more difficult to classify traffic as scheduled or nonscheduled. Thus recent increases shown for some European countries may be due to changes in the classification of air traffic rather than actual growth. In the case of multinational air carriers owned by partner States, traffic within each partner State is shown separately as domestic and all other traffic as international. "Foreign" cabotage traffic (i.e. traffic carried between city-pairs in a State other than the one where the reporting carrier has its principal place of business) is shown as international traffic. A technical stop does not result in any flight stage being classified differently than would have been the case had the technical stop not been made. For countries with few air carriers or only one, the addition or discontinuation of a home-based air carrier may cause significant changes in air traffic. Data for transport sectors are not always internationally comparable. Unlike for demographic statistics, national income accounts, and international trade data, the collection of infrastructure data has not been "internationalized." Statistical concept and methodology: The air transport data represent the total (international and domestic) scheduled traffic carried by the air carriers registered in a country. For statistical uses, departures are equal to the number of landings made or flight stages flown. A flight stage is the operation of an aircraft from take-off to its next landing. A flight stage is classified as either international or domestic. International flight stage is one or both terminals in the territory of a State, other than the State in which the air carrier has its principal place of business. Domestic flight stage is not classifiable as international. Domestic flight stages include all flight stages flown between points within the domestic boundaries of a State by an air carrier whose principal place of business is in that State. Flight stages between a State and territories belonging to it, as well as any flight stages between two such territories, should be classified as domestic. This applies even though a stage may cross international waters or over the territory of another State.
Publisher
The World Bank
Origin
Late-demographic dividend
Records
63
Source
Late-demographic dividend | Air transport, registered carrier departures worldwide
1960
1961
1962
1963
1964
1965
1966
1967
1968
1969
1970
1971
1972
1973
672000 1974
691200 1975
713800 1976
700700 1977
706900 1978
790300 1979
823400 1980
810300 1981
900600 1982
961300 1983
1045600 1984
1063300 1985
1115500 1986
1170500 1987
1268600 1988
1287600 1989
1377800 1990
1424700 1991
1469600 1992
2465000 1993
2479800 1994
2582100 1995
2622800 1996
2735700 1997
2732000 1998
2853000.0009766 1999
2828120 2000
3197261 2001
3283798 2002
3218826 2003
3665061 2004
3816401 2005
4169909 2006
4686224 2007
4927058 2008
5504592 2009
6378364.1801684 2010
6944807.8745297 2011
7381815.7607027 2012
7908184.5827569 2013
8471671.0273813 2014
9025937 2015
9501394 2016
10149322.67 2017
10693202.070591 2018
11156939.272 2019
6567899.014 2020
7303348.38 2021
2022

Late-demographic dividend | Air transport, registered carrier departures worldwide

Registered carrier departures worldwide are domestic takeoffs and takeoffs abroad of air carriers registered in the country. Development relevance: Transport infrastructure - highways, railways, ports and waterways, and airports and air traffic control systems - and the services that flow from it are crucial to the activities of households, producers, and governments. Because performance indicators vary widely by transport mode and focus (whether physical infrastructure or the services flowing from that infrastructure), highly specialized and carefully specified indicators are required to measure a country's transport infrastructure. The air transport industry a vital engine of global socio-economic growth. It is of vital importance for economic development, creating direct and indirect employment, supporting tourism and local businesses, and stimulating foreign investment and international trade. Economic growth, technological change, market liberalization, the growth of low cost carriers, airport congestion, oil prices and other trends affect commercial aviation throughout the world. Limitations and exceptions: Countries submit air transport data to Civil Aviation Organization (ICAO) on the basis of standard instructions and definitions issued by ICAO. In many cases, however, the data include estimates by ICAO for nonreporting carriers. Where possible, these estimates are based on previous submissions supplemented by information published by the air carriers, such as flight schedules. The data cover the air traffic carried on scheduled services, but changes in air transport regulations in Europe have made it more difficult to classify traffic as scheduled or nonscheduled. Thus recent increases shown for some European countries may be due to changes in the classification of air traffic rather than actual growth. In the case of multinational air carriers owned by partner States, traffic within each partner State is shown separately as domestic and all other traffic as international. "Foreign" cabotage traffic (i.e. traffic carried between city-pairs in a State other than the one where the reporting carrier has its principal place of business) is shown as international traffic. A technical stop does not result in any flight stage being classified differently than would have been the case had the technical stop not been made. For countries with few air carriers or only one, the addition or discontinuation of a home-based air carrier may cause significant changes in air traffic. Data for transport sectors are not always internationally comparable. Unlike for demographic statistics, national income accounts, and international trade data, the collection of infrastructure data has not been "internationalized." Statistical concept and methodology: The air transport data represent the total (international and domestic) scheduled traffic carried by the air carriers registered in a country. For statistical uses, departures are equal to the number of landings made or flight stages flown. A flight stage is the operation of an aircraft from take-off to its next landing. A flight stage is classified as either international or domestic. International flight stage is one or both terminals in the territory of a State, other than the State in which the air carrier has its principal place of business. Domestic flight stage is not classifiable as international. Domestic flight stages include all flight stages flown between points within the domestic boundaries of a State by an air carrier whose principal place of business is in that State. Flight stages between a State and territories belonging to it, as well as any flight stages between two such territories, should be classified as domestic. This applies even though a stage may cross international waters or over the territory of another State.
Publisher
The World Bank
Origin
Late-demographic dividend
Records
63
Source