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The airline industry is a major contributor to global socio-economic growth, creating direct employment, supporting local businesses, and stimulating global trade. Over the past two decades, airline traffic has grown by more than five percent per capita - a rate much faster than the global economy. However, this growth is not uniform across countries.


Since 2000, airline traffic has grown at an exponential rate. Between 2000 and 2017, the number of passengers on commercial aircraft doubled. This rapid growth has fueled the expansion of global air travel. However, the development of air travel has been hindered by travel restrictions. In 2008, only 32% of people in Asia and the Pacific were considered middle-class, but this number is expected to climb to 50% by 2018 and 72% by 2038. This rapid growth in Asia and the Pacific region is partly due to the liberalisation of trade and the development of the air transport sector in these regions.


In a global economy, airlines must compete for passengers and investors. This has been challenging, especially with the recent pandemic of COVID-19, but the industry is not yet finished. By 2020, airline industry revenues will be $328 billion, down 40 percent from the previous year and the same as it was in 2000. Although traffic will gradually recover in the years to come, it won't be at full capacity until 2024. Further technological advancements are likely to make travel easier and more comfortable.


Legacy carriers serve a diversity of routes


In the United States, legacy carriers include United, American, and Eastern. These airlines were once the largest in the nation. They also focused on international flights. However, deregulation in the early 1980s led to many smaller carriers forming national airlines. During the last decade of the 20th century, seven legacy carriers operated in the United States.


Legacy carriers generally offer better cabin services and frequent flier programs than low-cost carriers. Additionally, they usually feature a more varied fleet of aircraft and operate a hub-and-spoke network. In addition, many legacy carriers have joined airline alliances that allow passengers to connect their flights with the others, earning frequent flier miles for their customers.


Legacy carriers have extensive routes. As a result, their services are highly competitive. Most of them also operate in countries with low labor protections. Therefore, they can make quick changes to their workforce. In the United States, legacy carriers include American, United, and Delta. Others include Air France, KLM, British Airways, and Hawaiian Airlines. Several legacy carriers have also been involved in costly strikes over the last decade.


Low-cost carriers emphasize short-haul routes


Low-cost carriers have expanded rapidly in Europe, but they face some challenges, too. In Paris, for example, they only have a 12% market share. In Frankfurt, their share is higher at 20%, while London has only 8%. Ryanair and EasyJet account for about 7% of all intra-European flights. EasyJet has also complained of discrimination at Paris-Charles de Gaulle Airport, where it must pay the same landing fees as Air France, yet it is relegated to Terminal Three, a bus ride away from the main airport.


Low-cost carriers have been the driving force behind rapid growth in European aviation. Their success has been largely due to their innovative products and new distribution methods. In fact, the industry has seen a reshaping trend in recent years, with the expansion of low-cost carriers and the consolidation of existing carriers.


In contrast, legacy airlines operate a variety of aircraft types and services, while low-cost carriers focus on short-haul routes. These carriers are able to save money by operating at cheaper airports. Additionally, they are able to pack more seats into their economy class than legacy carriers. For example, EasyJet has 180 seats in its Airbus A320 aircraft, while British Airways fits 144. Unlike the high-end legacy carriers, they operate at second-tier airports, which have lower charges, but are far from their destinations.


Airplanes pollute more than planes


According to the World Wide Fund for Nature, airplanes and cars both emit carbon dioxide. However, the intensity of these emissions is different. The former produces more carbon dioxide per passenger, while the latter produces less. During a single flight, one plane produces approximately three tons of carbon dioxide. That amount rises dramatically if the plane is nearly empty. Aside from CO2, planes also produce vapor trails and tropospheric ozone, which also contribute to climate change. While airplanes produce less CO2 than automobiles, their emissions remain in the atmosphere for centuries.


Planes release carbon dioxide (CO2) from the burning of fuel. Additionally, they affect the concentrations of other gases in the atmosphere. They cause short-term increases and decreases in ozone, as well as short-term decreases in methane levels. In addition, they emit water vapour, soot, sulfur aerosols, and water contrails. Some of these impacts cause warming, while others cause cooling. This difference in effect is measured in terms of radiative forcing, which measures the difference between incoming energy and outgoing energy. A higher percentage of energy translates to a warmer atmosphere.


According to the World Wide Web, aviation contributes nearly four percent of total CO2 emissions to global warming. That puts the industry in sixth place, behind only Germany and Japan. The aviation industry is projected to emit 43 metric gigatons of carbon dioxide by 2050 - just shy of the amount allowed to keep global warming below 1.5 degrees Celsius.


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