Sep 1997 Transportation Quarterly https://www.researchgate.net/publication/289151795_Airline_liberalization_The_case_of_the_Israeli_airline_industry

There have always been critics of regulatory responses, but it was not until the 1970s that politicians, regulators, and the industry concluded that regulation was no longer necessary or desirable. The 1978 deregulation of the U.S. airline industry triggered a chain of reforms throughout the world. After four decades of regulation, in 1993, the Israeli government decided to follow suit and to unilaterally liberalize its aviation policy. The legislative changes were outlined in three relevant clauses covering competition, tariffs, and charter flights. This article discusses the Israeli airline industry in a changing world and the lessons learned from liberalization of Israeli international air transport. It shows that liberalizing small international markets is significantly different from the relatively successful deregulation experience seen in larger countries, such as the United States and Australia. In Israel, deregulation actually caused a decrease in competition. Foreign airlines decided to abandon some of their operations and preserve their high yield from more profitable markets rather than engage in a price war with local carriers.

Sep 1996 Transportation Planning and Technology

https://www.tandfonline.com/doi/abs/10.1080/03081069608717576?journalCode=gtpt20

Research on the development of air transport has focused to date mainly on the operating conditions of airlines, airports and the effects of government regulatory bodies. This paper attempts to fill the gap between descriptive research on aviation and mathematical models of air transport. It presents, for the first time, a complete methodology which could serve as a basis for future air transport research. It also attempts to dispel the idea that empirical research is the only way to investigate this phenomenon. Rather than presupposing an abstract theory about airline operations, we detail the dynamics of air transport and examine the mechanisms behind this process. Three factors are used to analyse the results of this process: costs, level of service and market share.We have identified six phases in the development of air transport. It begins as a pattern of scattered airports. Gradually more comprehensive air routes develop between cities, which leads to a maximum degree of connection. Moreover, a more efficient spatial order is achieved through a fully‐connected network structure. In combination with the growth of an efficient operating system, a central hub facility develops. We take these economies one step further by including the process of de‐hubbing. We conclude that this last phase can only be realised when airlines, airports and government regulatory bodies are in equilibrium. We believe that this theory can help facilitate future air transport research and make a significant contribution to an analysis of the airline industry.

Oct 1995 Tourism in Frontier areas

LINK

Casinos are an international phenomenon, which has gained recognition worldwide as a legitimate industry. However, several countries, including Israel are struggling with the decision as to whether to legalize casino gambling. In this situation, they tend to experiment with casino legalization in frontier regions and to expose the phenomenon to public scrutiny in densely populated urban areas. In this paper, we identify a worldwide pattern of casino development, which has been echoed in the attempts to legalize casino gambling in Israel. Casinos have developed from periphery to core. This pattern has increased the availability of casino gaming to wider populations and has facilitated its economic growth on both regional and international levels. Nevertheless, the spatial diffusion of casino gambling involves an inherent conflict with social and environmental protectionism, religious sentiments and, especially, the public fear of crime and problematic gambling. As a result, the Israeli government had taken an extreme approach in order to prevent the perceived evil, although there is no clear evidence that such activity actually increases crime rates or that casinos in themselves increase criminal activity and anti-social behavior.

Dec 1994 GeoJournal

https://www.jstor.org/stable/41146342?seq=1#page_scan_tab_contents

This article analyzes the basic structure of aviation in the Middle East and the development possibilities as a result of Israeli-Palestinian cooperation consequent to the peace process. This paper is a first attempt at estimating the advantages and disadvantages of such cooperation to the Israeli and Palestinian economies. In addition, the research leads to an initial formulation of how to maximize the benefits for both parties.Israeli-Palestinian cooperation offers more than objective economic advantages; such cooperation can also form a functional base for a political-policy framework. In economic terms, both sides can benefit from economies of scale and more efficient utilization of the existing facilities, thus avoiding the waste of valuable resources in establishing two sets of aviation facilities. However these economic criteria are not the only advantage of cooperation. In fact, critical operational and security requirements exist as well, both in terms of passenger security and safety, where air traffic control requiring coordination in a limited airways system. Furthermore, trends in the air travel market point to future bilateral agreements on the basis of blocs of nations and not individual countries. Therefore, Isreali-Palestinian cooperation would enable Israel to maintain the existing framework of favorable bilateral agreement with Europa and the United States.Cooperation of this kind is viable both economically and politically, as it avoids political conflicts by providing infrastructure on an equal basis to the Palestinians, either by lease or purchase of Israeli facilities. The primary advantage of joint ownership is that the Palestinians will save the development and construction costs of new infrastructure, while Israel can both develop the existing infrastructure and free funds for economic development. At the same it is possible to take advantage of economies of scale in order to reap the economic benefits of this process.

Dec 1994 Transportation Research Record 1451

https://pdfs.semanticscholar.org/d7cf/62159aa6140c04899ed413a95d32e9faed0d.pdf

Analysis of changes in spatial structure of transit lines represents a serious mathematical and computational problem, one that has not been resolved by existing models and transportation software. An original methodology to enable quantitative analysis of spatial characteristics of transit networks is presented. A set of criteria is developed, and practical experience of the technique is presented as developed for the Tel Aviv metropolitan area.

Mar 1994 Journal of Transport Geography

https://www.sciencedirect.com/science/article/abs/pii/0966692394900345

The changing international air transport environment creates challenges for the management of the national airlines in the Middle East. The rapid development of this area's civil aviation market in the last decade and the liberalization of the European civil aviation industry embody risks but also enormous opportunities for Middle Eastern airlines. The international airline industry has, during the early 1990s, suffered financial losses that may very quickly force it into accepting fundamental changes. These changes may result in a largely unregulated, competitive oligopoly. In such an environment a new approach is required by Middle Eastern airlines. The authors suggest that the long-term prospects for Middle East air transport are improving, and that the Middle East is likely to become an aviation junction again. This paper emphasizes recent changes in Middle Eastern airlines and government policy, which are expected to help develop a more efficient and coherent air industry, and, as result, expedite industry growth. However, when and to what extent a free market in aviation ensues still remains to be seen.

August 1992 University of Pennsylvania

https://repository.upenn.edu/dissertations/AAI9200338/

The international air-transport industry is quite complex and is influenced by a variety of political, economic and environmental institutions. The intricacy of the air-transport industry affects the international regulatory system which is often affected by domestic markets, international agreements, environmental problems, and inefficient service. It is difficult, therefore, to intuitively predict the consequences of the liberalization of European aviation policy and the increasing number of mergers and acquisitions among airlines and the possible formation of supra-aviation corporations. The purpose of this study is to evaluate the changes that will result from a more liberal aviation policy in Europe by developing a formal model (CAMEC) of the European Community in order to enable decision-makers to conduct analyses of international civil aviation policies in the 1990s. We emphasized the importance of visualization and ease of use in decision support systems which facilitate the analyses of airline scheduling and routing problems. In particular we developed a network model of the European community in which we simulate each carrier's or country's route scheduling, given information about travel demand, slot availability, route and aircraft characteristics, and managerial and political constraints. We formulated and solved the problem (faced similarly by individual airlines) as a mixed linear integer program. The model is integrated with a geographical information system, which allows a user to store, retrieve and modify information through the selection of its spatial characteristics. This ability facilitates user input to CAMEC and the visual display of the results. As a flexible GIS model, users of CAMEC can perform several policy analyses and implement a course of scenarios in which one scenario is built upon another and variations are reflected graphically or as a report.