benefits of air transport - abear

E M P L O Y M E N T . I N C O M E . T O U R I S M . E C O N O M I C D E V E L O P M E N T

Impacts of Aviation in the Brazilian States

Benefits of Air Transport

1st edition – Originally published in Portuguese in October 2016


RESEARCH AND ANALYSIS

Mauricio EmboabaABEAR Technical Consultant

GO Associados

EDITING

Adrian Alexandri ABEAR Director of Communications

David MaziteliABEAR Press Officer

PRODUCTION

Daniela SarmentoABEAR Project Coordinator

Ana DragonettiABEAR Communications Assistant

Alberto Komatsu, Fernanda Sobreira and Helena CapraroMáquina Cohn & Wolfe

CREATIVE DIRECTION AND COPY-EDITING

PiU Comunica

Founded in August 2012 with the mission to encourage the habit of flying in Brazil,

ABEAR supports actions and programs in the country that promote the growth of civil

aviation in a consistent and sustainable way, in the transport of both passengers and

cargo. Over 99% of the Brazilian domestic aviation market is represented by the founding

airlines (AVIANCA Brasil, AZUL, GOL and LATAM). The organization also has

BOEING, BOMBARDIER, LATAM Cargo and TAP as members.

MASTHEAD

FOUNDING AIRLINES MEMBERS

78. REFERENCES

7.Building Brazilian Aviation in the 21st Century _Eduardo Sanovicz - President of ABEAR

INTRODUCTION

8.Beyond Aviation: the Socio-Economic Importance of the Airline Industry in Each Federated Unit_Gesner Oliveira and Andréa Zaitune Curi - GO Associados

10. Understanding the Numbers on the Impact of Air Transport in Brazil _Mauricio Emboaba - ABEAR

METHODOLOGY

16. Brazil

18. Federated units

72. Comparison charts

76. Notes

14. THE IMPACT OF AVIATION ON THE ECONOMY

A tutorial for consulting the contents of this publication

12. READING GUIDE

Summary

7The Brazilian Airlines Association

Introduction

I n 2002 Brazil moved to deregulate

airfares, which allowed for an in-

crease in air transport’s contribution

to national development. In the following

10 years, air travel became commonplace

for many people: the number of passengers

each year in Brazil went from 30 million to

100 million, and the average cost of do-

mestic tickets fell by half.

It was precisely in 2012 that ABEAR

was founded to strengthen the industry

and present this immense amount of con-

tributions to Brazil – a pioneering

country in world aviation and founding

member of the International Civil Avia-

tion Organization (1944).

Seeking the best references for the

task, we found in previous works of Oxford

Economics for IATA and ATAG a method-

ological model for investigation and data

analysis. Publications about the benefits

of aviation in the world (and also for many

individual countries) identified the

numbers of the activity, scaling the size

and weight of the industry and its supply

chain, as well as other less direct effects.

In crossing this with other sources, we

developed the publication Agenda 2020

(published in 2013). It brought to light the

economic importance of the industry in

Brazil and showed the path to democratize

national aviation, pointing out barriers to

its development and indicating the actions

required to overcome them. This was the

pillar on which ABEAR consolidated.

The studies and research we pro-

duced have multiplied since then. In

communicating with the public through-

out the country, however, we still needed

to go more in depth, moving from the

large numbers to the reality of each Bra-

zilian state.

At the end of 2015 we gave to GO Asso-

ciados consultants the responsibility to ac-

curately obtain such data. Once this data

was identified, our technical team worked

extensively to explain the circumstances

that led to the results found.

This knowledge is gathered here,

showing the country we have been building

through aviation. We have considered not

only what airlines produce directly, but also

the activities of suppliers, airports, service

providers and employees of each of the

many organizations that make up the indus-

try chain. In addition, we have contributed

to gauge the impact of the activity in indus-

tries that benefit from air transport or that

are only made possible through it.

This original information can help

public and private managers better un-

derstand the aviation business and its

enormous impact on other businesses.

For us, this is an important step in our

journey. Our goal is to show society and

its representatives that when the basis of

Brazilian aviation is aligned with the in-

ternational context, the country benefits,

because Brazilian consumers benefit.

We want to see Brazil fly more and more.

EDUARDO SANOVICZ President of ABEAR

Building Brazilian Aviation in the 21st Century

8 The Brazilian Airlines Association


In order to measure the socio-economic importance of the Brazilian airline indus-

try at national and state levels, ABEAR commissioned GO Associados to replicate

the work carried out by the British institution Oxford Economics1. For this purpose,

2015 industry data made available by the Agência Nacional de Aviação Civil – ANAC

(the Brazilian civil aviation authority) was used. Other sources consulted and used

are also public, which makes the final results fully transparent and verifiable.

This unprecedented and comprehensive study of GO Associados used the in-

put-output tables (or IOTs) of the Instituto Brasileiro de Geografia e Estatística –

IBGE (Brazilian Institute of Geography and Statistics) to measure the impact of the

aviation industry on the economy in terms of product, employment, wages and taxes

for each of the 27 Brazilian federated units. The figures were estimated considering

up to four different impacts (or economic spending effects): direct, indirect, induced

(income effect) and catalytic effects on other industries.

IOTs regard the economy as an integrated system of several interdependent indus-

tries. The impacts suffered by an industry influence other industries to a greater or lesser

degree, depending on the relative importance of their relations in the economy. Different

industries buy and sell to each other, and generally a given industry interacts with some

others. Thus, IOTs show how the different activities are interconnected, directly or indi-

rectly, characterizing the balance between supply and demand in the economy.

To regionalize IOTs, a locational coefficient was used. It compares the relative

importance of an industry to the economy of a region – in this case, of the air travel

and tourism industries.

Beyond Aviation: the Socio-Economic Importance of the Airline Industry in each Federated Unit

The research and analysis methodology helps show the scale of the activity’s impact – from the mostevident to theless obvious. The results portrayed a country with significant differences and support strategic planning by companies and authoritiesGESNER OLIVEIRA

and ANDRÉA ZAITUNE CURI

GO Associados

• The direct impact corresponds to the initial effort applied,

i.e., the impact on the final demand for one or more industries.

• Indirect impacts include the chain reaction in industries that provide

inputs to the industries directly affected, representing the impact

on intermediate consumption.

• The induced impact (or income effect), in turn, stems from

impacts of the initial shock on labor income and, therefore,

on families’ spending.

• The catalyzed impacts consider the effects favored by air travel in the

tourism industry and, consequently, in other industries related to it.


Methodology

Gesner Oliveira, a GO Associados partner, is Professor of Economics at FGV-SP and former Chairman of the Conselho Administrativo de Defesa Econômica – CADE (Administrative Council for Economic Defense)

Andréa Zaitune Curi, GO Associados Project Coordinator, holds a PhD in Economics from FGV-SP

* The Distrito Federal (‘Federal District’) encompasses the territory of the Brazilian capital, Brasília. It has the same self-ruling rights as the Brazilian states. 1 With Brazilian data from 2009, Oxford Economics quantified the national impact of air transport on GDP, job creation, wages and tax revenues. Oxford Economics, Economic Benefits from Air Transport in Brazil, 2011, available at: https://goo.gl/OtuDZ7.2 Ministério do Turismo, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011, available at: https://goo.gl/8enNy6; Banco Central, Receita e despesa cambial turística, e superávit ou déficit, segundo os meses – janeiro 1990-janeiro 2016, available at: https://goo.gl/XB7yja.

The economic output of a company is the monetary value resulting from the sup-ply of goods or services to society. Domes-tic output is the sum of the output of all companies in a country in a given period.

To sell goods or services, each compa-ny needs to acquire third-party inputs (raw materials, services and intermediate goods). That is, for the functioning of the economy, companies from various branches of activi-ty interact, either as suppliers or as buyers.

The net amount of wealth that a com-pany adds to the economy corresponds, then, to the proceeds, minus all it spent on inputs. This measure is called the gross value added (GVA). The sum of gross value added of all companies is one way to calcu-late the gross domestic product (GDP) of a country for a given period.

Comparatively, the numerical value of the domestic output is always greater than GDP, since it does not consider the “dis-counts” of the intermediate consumption.

The input-output tables (IOTs) make it possible to identify the interdependence of the productive activities of a country or re-gion in a given period. In practice, based on provided data (values) of the output or input of an economic segment, the IOTs provide a breakdown of resulting impacts (economic output, jobs created, wages paid, tax reve-nues) in the related segments. That is, from the value of the economic production of commercial air transport, it becomes possi-ble to calculate, for example, the impact on various industry suppliers.

For the type of analysis that this study carries out, the necessary basis for imple-mentation of IOTs is the economic output, rather than GDP.

Aviation is a global industry that brings together various activities: design engineer-

ing; manufacturing; sales; airline operations; customer service; maintenance; finance;

leasing; insurance; publicity, advertising and media; among others. The results from the

2015 data, considering more than one million takeoffs, show the industry’s size.

According to estimates, air travel plus the catalyzed industry account for 3.1% of Brazil’s

Economic Output (more than R$ 310 billion in production value), with the potential to

generate more than 6.4 million jobs, almost R$ 60 billion in wages and more than R$ 25

billion in taxes.

To reach these figures, revenues from air transport of passengers and cargo were

calculated.

Revenues from air transport of passengers on domestic flights were shared between

the states of origin and destination; for international flights, only the revenue at the na-

tional level (50% of total) was considered.

The air cargo revenue, however, was attributed in full to the place of departure of the flight.

Finally, to calculate the state’s tourism revenue from air travel, the number of passen-

gers who deplaned in each place was multiplied by the average spending per passenger

during the land portion of the trip2.

Based on the values obtained, and considering the multiplier effects of the industries

analyzed, the final impact on economic indicators was calculated.

Comparing the federated units, it was found, on the one hand, that the impact of air

transportation on Economic Output of the Southern Region states is less than 2%, which

is lower than the national average. On the other, the impact is considerably higher than

the national average in some Northeastern states, like Ceará, Pernambuco and Alagoas,

and in the Southeast, such as in São Paulo and Rio de Janeiro.

The Distrito Federal* stands out for being the area with the largest air transport

impact on the local output, at about 11%. This is explained by two factors. On the one

hand, the Brazilian capital receives a large influx of business passengers – the Brasília

airport is the third busiest in the country, after Guarulhos and Congonhas airports, both

in the state of São Paulo. In contrast, Brasília’s production has a low value, which con-

tributes to increasing the estimated relative impact.

In addition to the information contained in this publication, the study allows ABEAR to

have several other approaches; thus, it favors the strategic planning process of its members.

It is also a valuable tool to assist in decision-making and the establishment of public policies

specific to each federated state in order to boost the industry. This contribution is of utmost

importance for the formulation of national economic policy and the development of Brazil.

OUTPUT, GDP AND IOTS



Air transport is one of those industries in which the demand

has greater correlation with the behavior of the economy as a

whole. However, it is also itself an inducer of economic activity

in a city, state or country. This interdependence arouses curiosi-

ty and requires consulting different sources of information to be

thoroughly understood.

Although previous reports of international entities already

considered Brazilian aviation, integrating global and regional

perspectives, we were very pleased to receive at ABEAR the re-

sults of the specially commissioned econometric study on the im-

pacts of aviation in our country.

This is because those studies were limited to the national

level and, therefore, did not ref lect the differences in territo-

rial and population size as well as the profound economic and

social heterogeneity in the country. Thus, GO Associados’ ob-

servation allowed us to move forward in identifying the specif-

ic impacts of air transport. For the first time we can quantify,

with consistency and accuracy, the effects of the industry in its

various dimensions in each federated unit.

Also, it was good to see that the magnitude of aviation’s eco-

nomic impact on the rest of the economy is very similar to that

in many other countries with analogous studies, which reinforces

the idea of an industry with global characteristics.

However, to share the study with a wide audience, it was neces-

sary to delve more into its rationale and explain the assumptions,

in order to allow full understanding of the phenomenon. For this

reason, we decided to add interpretation and contextualization to

the identified facts. This publication resulted from it.

MAURICIO EMBOABA

ABEAR

Some general concepts and the combination of social and economic indicators support the interpretation of the impacts of aviation in the country. Taking the results in context, one can understand them and seek ways to optimize the benefits of the activity in each federated unit

Aspects studied to explain the impact of air transport in each federated unit’s economy:

Dimensions of analysis

1. Population density

2. Total economic output

3. Composition of output by economic sector

4. Existence or not of leisure tourist attractions

5. Average distances traveled by tourists between places of residence and destination

6. Existence and quality of supply of competing modes of transport

7. Income distribution (only in some cases)

8. Participation in international trade chain (the sum of imports and exports)

Understanding the Numbers on the Impact of Air Transport in Brazil


The composition of output by economic sector (accord-

ing to the official denomination: agriculture and livestock

production, industry, non-government services and gov-

ernment services) also indicates the propensity to use air

transport. This is because the population density of a region

is also related to the nature of the population’s economic

activity. The predominance of agriculture, for example, is

usually associated with a low population density. On the

other hand, places with strong industrial activity or intense

service provision often have high population densities. Be-

sides, cargo services are predominantly used by the indus-

trial sector. That is, the greater the manufacturing partici-

pation in the output composition, the greater the use of air

cargo transportation services.

The tourist f lows inf luence the intensity of air transporta-

tion use, as does the trip distance (air transport tends to be

less competitive at distances below 400 kilometers). In ad-

dition, there are attractive regions for leisure trips in which

the total output per capita is relatively low. In these cases, the

use of air transportation tends to be greater than the local

economy size would suggest.

The quality of infrastructure and supply of transport

modes that compete with air transport also inf luence the

choice of transport mode. In some cases, income distribution

impacts air transport.

Finally, the availability of air transport has an impact on

the value chain of an economy. Air transport is preferred for

high-value or perishable goods. It is important to stress that

air transportation’s share in the transport of imported or ex-

ported goods does not depend on the availability of interna-

tional air services in the region. The criterion to consider that

a certain good is imported (or exported) relates to the place

where it was produced (or consumed). So it is not surprising

that Brazilian states without international air services have

exports and imports via air transport.

Mauricio Emboaba, ABEAR Technical Consultant, is a civil engineer at the Escola Politécnica of USP, and holds a Masters and a PhD in Administration from FGV-SP

Population density, which is the initial part of the analysis, is posi-

tively related to the demand for air transport, because it indicates in-

directly how close the population is to the place where air services are

offered (accessibility to the airport). Thus, the greater the population

density, the greater tends to be the number of passengers boarding.

The total output of the federated state indicates the level of

economic activity and, thus, the propensity of the population to

travel for business or pleasure.

FLYING FOR BUSINESS OR PLEASURE?Learning how the public of

the aviation industry behaves is vital to understanding what de-termines the supply volume of a company in different locations. Greater or lesser regularity in travel and greater or lesser sen-sitivity to ticket prices are two of the aspects to be considered.

In Brazil, about half of do-mestic passengers and just over a quarter of international passengers travel on business. Therefore, during periods of sustained economic develop-ment, they represent a very sig-nificant share of total demand and travel very frequently.

Because of opportunities or needs related to their profes-sional activities – meetings, events, customer service, etc. – these passengers need to travel at very specific dates and times. In these cases, the trip is not optional and the transpor-tation costs are inevitable.

As it is clear, the amount of travel of this nature increases

if an economic upturn in the lo-cation in which services are of-fered occurs. From the airlines’ point of view, marketing incen-tives to gain corporate passen-gers tend to be ineffective.

Other passengers, under a general denomination of non-business, travel for reasons such as leisure tourism, visits to friends and relatives, religious motives or for medical treat-ment. Except for the last group, the trips only occur when fam-ilies have disposable income, which also relates to the level of economic activity.

The fundamental difference between the growing segment of non-business and the others is that the former is considerably sensitive to price. This element is capable of stimulating competi-tion in the air transport industry.

Cargo transport, for its part, is clearly connected to the ac-tivity level of the industry – the sector of the economy that is its main customer.

Methodology



In this section, graphs and a text present information about each federated unit (and also on the country as a whole), analyzing the impacts of aviation on the regional economy. See on next page how the information was organized.

THE IMPACT OF AVIATION ON THE ECONOMY

These texts, developed by GO Associados and by ABEAR, explain the data gathering methods and the contextualization and interpretation of these findings.

INTRODUCTORY TEXTS

Data from all of the states and the Distrito Federal, gathered by indicator (output, employment, wages and taxes) and broken down into absolute values for each level of effect studied: direct impact, indirect impact, induced impact (income effect) and the impact on the catalyzed industry/tourism.

COMPARATIVE TABLES

REFERENCES The numerous and varied sources consulted

are listed at the end of the publication.

Reading guide

To take better advantage of this publication’s content, see below how the data, analyses and proposals related to the airline industry in Brazil are organized and presented

All figures presented in this publication are based on the year 2015, unless otherwise indicated. Even if the numbers of the economic impacts of aviation in Brazil are somehow related to approaches of other studies done internationally, the differences in the data sources, in the temporal bases referred to and in the methods employed prevent direct comparisons between the results.


1

3

5

4

6

2

The subtitle highlights the wealth and jobs generated by aviation in the federated unit

1

The texts analyze the air transport situation in the federated unit, crossing social, demographic, geographic and economic indicators with industry statistics. This allows an understanding of factors that influence supply and demand for air services for passengers and cargo in each location.

2

The first part of this table presents socioeconomic and demographic information for the federated unit. These elements help explain the propensity to use passenger and cargo air transport.

3

The second part reveals the dynamics of the industry in the federated state and how it fits into the general reality of the country.

4

The graphs show absolute and cumulative values of the different effects of air transport, divided into two sets: output value/amount paid in taxes and jobs generated/amount paid in wages

5

The center of the graph presents only the data on the direct

impact of aviation. Each ring from the center outwards adds

to the previous values of the level indicated. The publication

contains no data on other catalyzed industries besides

tourism; therefore, it should be considered that the impact of

aviation is greater than what the graph expresses.

This table shows the relative share of air transport in local economic output, according to the different levels of impact.

6

Reading guide

The Brazilian Airlines Association


The impact of aviation on the economy

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1 8 .20.22.24.26.28.30.32.

34.36.38.40.42.44.46.48.50.52.54.

56.58.60.62.64.66.68.70.

72.

BRAZIL

FEDERATED UNITSAcreAlagoasAmapáAmazonasBahiaCearáDistrito FederalEspírito Santo

GoiásMaranhãoMato GrossoMato Grosso do SulMinas GeraisParáParaíbaParanáPernambucoPiauíRio de Janeiro

Rio Grande do NorteRio Grande do SulRondôniaRoraimaSanta CatarinaSão PauloSergipeTocantins

COMPARISON CHARTS



GENERAL DATA1

Country capital

Brasília

Brazil

8,516,000

Estimated population

204,338,473Area (km2)

Population density (pop/km²)

23.99Number of municipalities

5,570Output (R$ trillion)

Output per capita (R$)

10.006

48,941

Penetration of domestic air transport (flights per capita per annum)

0.47

635,428,129

Total passengers

Total cargo (kg)

Airports with commercial flights

106,697,877

126

Total domestic passengers

Total domestic cargo

Total international passengers

Total international cargo

96,191,412

357,129,447

10,506,465

278,298,682

INDUSTRY DATA1

From the geographical and demo-

graphic perspectives, the country that

best compares to Brazil is the United

States. Analyses from this perspective

are useful to better understand the eco-

nomic and operational statistics of na-

tional air transport.

Brazil’s size is 8.5 million square kilo-

meters, with an estimated population of

204.3 million inhabitants and a popula-

tion density of 24 inhabitants per square

kilometer2. The territorial dimensions

are comparable to those of the United

States – 9.8 million square kilometers.

Although smaller, the population of Bra-

zil is at the magnitude of the US, esti-

mated at 321 million, resulting in a

population density of 33 inhabitants per

square kilometer3.

In 2013, output in Brazil had the

following composition: agriculture and

livestock production, 5%; industry,

25%; and services, 70% (54% produced

by the private sector and 16% by the

government sector)4. In parallel, the

estimated participation of sectors of

the economy in the US GDP for 2015

had the following configuration: agri-

culture, 2%; industry, 21%; and ser-

vices, 78%5. The prevalence of the ser-

vice sector in the output composition,

the larger population density, as well as

higher per capita income, help to ex-

plain the more intense use of domestic

Air transport generates 6.4 million jobs and R$ 312 billion in economic output in the country

and international air transportation

among the American people.

In turn, there is significant heteroge-

neity in the output composition of the

sector among the various Brazilian feder-

ated units. Thus, the participation of agri-

culture and livestock production ranges

from 0% (RJ) to 23% (MT), while the

portion of the industry ranges from 6%

(DF) to 41% (ES). The contribution of the

output of private services ranges from

35% (PA) to 65% (SP), while the share of

government services varies from 10% (SP)

to 48% (RR)6.

The average penetration of domestic

air transport in Brazil was 0.47 f lights

per capita in 2015. This indicator also

varies according to the federated unit,

ref lecting the heterogeneity of the popu-

lation density, the output composition by

sector, and total output per capita. Thus,

the annual rates for domestic passengers

transported per inhabitant ranged from

0.14 (MA) to 3.2 (DF)7.

In the international air segment, 10.5

million passengers boarded in Brazil8. Of

these, 4.3 million were foreign tourists

who had arrived by plane – or 68% of all

foreign visitors who went to Brazil9.

The utilization of aircraft cargo holds

for cargo transport on domestic f lights

was only 382 kilograms per takeoff. The

average availability was estimated to be

ten times greater than what was actually


Brazil

+ Other catalyzed

Taxes (R$ billion)

Pro

du

ctio

n

(R$

billio

n)

+ Catalyzed tourism

+ Induced

+ Indirect

Aviation direct

38.8 70.0 118.7 312.1

9.5

25.4

+ Other catalyzed

Wages (R$ billion)

Job

s (m

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.6 0.9 1.8 6.4

20.1

7.4

59.2

11.9

PARTICIPATION OF THE AIRLINE INDUSTRY IN THE NATIONAL ECONOMY

Revenue specific

to air transport

(direct impact)

Air transport output

(direct impact + indirect

impact + induced impact)

Tourism output by air travel

(catalyzed industry)

Total output related

to air transport (direct impact

+ indirect impact + induced

impact + catalyzed industry)

0.4%

1.2%

1.9%

3.1%

used. On international f lights, air cargo

performance was much more expres-

sive, at about 4 tons per takeoff.

Despite the modest numbers for air

cargo transport in Brazil, its participa-

tion in the international trade chain

(the sum of imports and exports) repre-

sented, in 2015, 12% of the total value

of goods transported, but only 0.1% of

the weight10.

Aviation in Brazil has repercussions

that go far beyond the effects quantified

in this publication and is now undeniably

a means of mass transport. The situations

described, more or less favorable to its

development in the Brazilian federated

states, are associated with the dynamics

of the economy and society over time.

One can safely attest that, in 2015,

air transport contributed – consider-

ing direct impact, indirect impact,

plus the ones resulting from the con-

sumption of the workers and the im-

pact on the catalyzed tourism industry

– R$ 312 billion to national output,

which is 3.1% of the total. The sector

also provided more than 6.4 million

jobs, with the payment of R$ 59.2 bil-

lion in wages. It also generated the

collection of R$ 25.4 billion in taxes.

Aviation direct



164,123

GENERAL DATA11


State abbreviation and capital

803,513

AC - Rio Branco

Area (km2)



22Output (R$ million)


17,300

21,530

% of Brazilian output

% of Brazilian output per capita

0.17

43.99


0.28Total passengers

Total cargo (kg)


221,806

365,425

2

% of national total of passengers

% of the national total of cargo

% of national total of domestic passengers

% of the national total of domestic cargo

% of national total of international passengers

% of the national total of international cargo

0.21

0.06

0.23

0.10

0.00

0.00

INDUSTRY DATA11

Acre’s overall picture is typical of a bor-

der region that was integrated later to the

country, with modest output and strong

connections to the national capital city.

The statistics of demand and the economic

and operational data in the airline industry

are in accordance with this scenario.

Incorporated into the Brazilian terri-

tory only in 1904, the state has a popula-

tion density of about 5 people per square

kilometer12. The output per capita is low,

at less than half the national average13.

Agriculture and livestock production

account for 11% of the state’s output (com-

pared to 5% for the national average). The

industrial sector, with another 11% (the

national average is 25%14), is based on the

extraction of rubber, wood and Brazil nuts,

and food and wood furniture production15.

The participation of private services is

40%. The biggest discrepancy in relation to

the national average is in government ser-

vices, which represent 38% of the wealth

generated in the state, compared to 16% of

the Brazilian national average.

The number of tourists entering and

leaving the state is not very significant in

the Brazilian domestic flow16. The propor-

tion of transported passengers on domestic

flights in relation to the total of the country

is 0.23%17, similar to the participation of

the state in Brazilian production, which is

0.17%18. There is no regular international

air operation in Acre. The domestic air

transport market penetration is 0.28 pas-

sengers transported per capita, as com-

pared to the Brazilian average of 0.4719.

The use of air transport is in fact high-

er than the economic profile of Acre

would suggest. The small paved road

network (1,344 kilometers), with precari-

ous operating conditions20, is one of the

likely reasons. Another possible factor to

stimulate the use of the air transport is

the distance between Rio Branco and

Brasília (2,266 kilometers).

AcreAir transport generates 7,800 jobs and R$ 412 million in output in the state


Acre

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ m

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

62.5 87.5 126.5 411.7

7.5

29.5

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

0.4 0.7 1.4 7.8

17

6

71

10

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY

Revenue specific

to air transport

(direct impact)

0.4%




0.7%



1.6%





2.4%The largest regional f low occurs be-

tween Rio Branco and Cruzeiro do Sul –

in order, Acre’s largest cities, separated

by 592 kilometers. Much of the air travel

between the state and the rest of the

country involved precisely Rio Branco,

Cruzeiro do Sul and Brasília. There are

secondary f lows to Manaus and Porto

Velho. The average load factor of f lights

in the state is only 68%, while the na-

tional average is 74% for domestic

f lights21. Air cargo f lows are not rele-

vant; in 2015, 1,094 tons were unloaded

and 365 tons shipped in the state.

The participation of the airline in-

dustry (direct impact, indirect impact,

induced impact and on catalyzed indus-

try) in total output of Acre was 2.4%

(R$ 412 million) and accounted for the

generation of 7,800 jobs, the payment of

R$ 71 million in salaries and R$ 29.5

million in taxes.

Aviation direct

Aviation direct



27,774


3,340,932




61,200

18,318



0.61

37.43



Total cargo (kg)


961,062

457,114

1







0.90

0.07

1.00

0.13

0.01

0.00

INDUSTRY DATA22

Alagoas has a population density of 120

inhabitants per square kilometer23, which

is considered high for the national average.

In comparing the participation of every

sector of the Alagoas economy with the

national profile, agriculture and livestock

production (10%) and government services

(28%) stand out. In contrast, industrial

production (18%) and private services

(44%) are proportionally lower. Total state

output per capita is well below the national

average (one of the lowest among the

states)24. These indicators are typical of a

quite modest economy.

The market penetration of the do-

mestic air transport of passengers

(0.2925 passengers transported per in-

habitant), however, is higher than the

Alagoas economic characteristics would

lead one to expect.

The state is predominantly a tourism

destination, accounting for 2.3% of the

movement among states (in all modes of

transport). The outbound tourism flow

(1.4% of the country’s total26) is relatively

high, since the state represents only 0.61%

of Brazilian output27.

The size of aircraft used on f lights

operated in Alagoas, as well as the corre-

sponding passenger load factors, indi-

cate the predominance of leisure tourism

as motivation for the travel. On average,

the aircraft that took off from Alagoas in

2015 had 158 seats, while in Brazil as a

whole the figure was 140 seats28. The

load factor of f lights departing from that

AlagoasAir transport generates 42,700 jobs and R$ 2.2 billion in output in the state

Area (km2)


GENERAL DATA22


AL - Maceió


Alagoas

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.3 0.5 0.9 2.2

68.0

170.6

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

4.0 6.4 13.1 42.7

144

53

395

85

Revenue specific

to air transport

(direct impact)

0.5%




1.4%



2.2%





3.7%state was 81%, against the national aver-

age of 74%29. In other words, the airline

industry has offered f lights on large air-

craft (with a lower unit cost) and prac-

ticed lower prices to generate demand to

fill them.

Air cargo transport in the state is very

small: the average shipment is 61 kilograms

per departure and 81 kilograms per arriv-

al30. The participation of the airline indus-

try (direct impact, indirect impact, induced

impact and on catalyzed industry) in total

output of Alagoas was 3.7% (R$ 2,2 billion)

and generated 42,800 jobs, the payment of

R$ 395 million in wages and R$ 170.6 mil-

lion in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



GENERAL DATA31


AP - Macapá

142,828


766,679




18,200

23,739



0.18

48.50



Total cargo (kg)


324,735

396,716

1







0.30

0.06

0.34

0.11

0.00

0.00

INDUSTRY DATA31

Amapá is not very much integrated into

the Brazilian economy. This appears in the

population density of just over 5 people per

square kilometer, which is one of the lowest

in the country32. Furthermore, the output

per inhabitant is about half the Brazilian

average33.

The output composition of the econo-

my is similar to other former federal terri-

tories, with a high proportion of service

sector in relation to the total. Thus, private

services account for 40% of the total out-

put of Amapá. The government services

sector constitutes 44% of total output (the

average in Brazil is 16%). Agriculture and

livestock production account for another

2%34 and industry, 13%35.

The domestic outbound tourism (all

transportation modes) of Amapá is

0.2%36 of the national tourist f low, pro-

portional to the participation of the

state in Brazilian output (0.18%)37. Of

domestic passengers carried from Ma-

capá airport (the only one that operates

regular f lights), 69% went to Belém,

20% to Brasília and 5% to Fortaleza38.

Despite the relatively short distance be-

tween Macapá and Belém (329 kilometers),

the option for air transportation is justified

by the lack of road connection (in addition

to air transport mode, it is only possible to

go from one capital to the other by ferry)39

and by existing connections from Belém

airport to other regions of Brazil.

The penetration of domestic air

transport in Amapá was 0.42 passengers

per inhabitant in 2015 (as compared to

the Brazilian average of 0.4740). Given

AmapáAir transport generates 12,700 jobs and R$ 577 million in output in the state

Area (km2)



Amapá

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ m

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

36.9 56.9 88.9 576.8

6.0

45.7

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

0.4 0.6 1.2 12.7

13

5

111

8

Revenue specific

to air transport

(direct impact)

0.2%




0.5%



2.7%





3.2%the socioeconomic indicators of the

state, it is a fairly high rate.

The air cargo shipment in the state is

small in amount, but of high value added,

with a large presence of semi-manufac-

tured gold. This can be seen in the statis-

tics of international trade: 59% of the

total value of Amapá’s exports was trans-

ported by air, although this represents

only an insignificant portion of the weight

transported41.

The airline industry (direct impact, indi-

rect impact, induced impact and on cata-

lyzed industry) accounted for 3.2% of the

total output of Amapá (R$ 577 million). Avi-

ation in the state generated almost 13,000

jobs, with the payment of R$ 111 million in

salaries and R$ 46 million in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



Amazonas is the largest Brazilian

state: 1.56 million square kilometers, or

18.3% of the national territory. Howev-

er, its population is small, estimated at

3.9 million for 2015. Thus, its popula-

tion density is only 2.5 inhabitants per

square kilometer, one of the lowest in

the country.

The creation of the Manaus Free

Trade Zone in 1967 changed the partic-

ipation of economic sectors in a peculiar

way. The industry accounts for 37% of

the state product (compared to 25% of

the national average), the second high-

est proportion among the states43.

Highlights include the manufacture of

mobile phones, audio and video equip-

ment, motorcycles and concentrates for

soft drinks. The output of the state per

inhabitant is only slightly below the

Brazilian average44.

Although Amazonas has a rich and

diverse patrimony, its participation in

domestic tourism is small. There is also

a striking imbalance between outbound

and inbound tourism; the former is

1.4% and the latter, 0.7% of the Brazil-

ian total45.

On the other hand, the penetration

of domestic air transport of passengers

is 0.43 trips per year, slightly below the

Brazilian average46. The importance of

the industrial sector (which makes ex-

tensive use of air transport) in this state

helps explain this result, as does the

lack of road and healthcare infrastruc-

ture (which is the reason for 5.2% of air

travel in the North Region of Brazil,

against 2.4% for the country as a

whole47).

Still, the state accounted for less

than 2% of domestic enplanements48.

Although 84% of the state’s interna-

tional tourists arrive by air transport49,

this movement is not significant in ab-

solute numbers.

1,559,149


3,938,336




186,000

47,228



1.86

96.50



Total cargo (kg)


1,789,752

43,346,992

17







1.68

6.82

1.76

11.30

0.99

1.08

INDUSTRY DATA42

Air transport generates 75,300 jobs and R$ 4.6 billion in output in the state

AmazonasArea (km2)


GENERAL DATA42


AM - Manaus

25

Amazonas


In addition to stimulating the f low of

passengers, the Free Zone is mainly re-

sponsible for the large movement of do-

mestic air cargo in the state. In 2015, it

was 40,000 tons, or 11.3% of total air

shipments in Brazil50. In the trade chain

(sum of exports and imports) of Amazo-

nas, air transportation represented 1.8%

by weight and 32% in value of the total

shipped51, which shows the high aggre-

gate value of transported items.

Even though its relative importance

is below the national average, aviation

has a significant impact on the Amazo-

nian reality. The participation of the

airline industry (direct impact, indirect

impact, induced impact and on cata-

lyzed industry) in state total output

was 2.5% (R$ 4.6 billion), which gener-

ated 75,000 jobs, the payment of

R$ 728 million in wages and R$ 322

million in taxes.

Revenue specific

to air transport

(direct impact)

0.5%




1.3%



1.1%





2.5%

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.9 1.5 2.5 4.6

184.0

322.1

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

10.8 17.3 35.1 75.3

389

230

143

728

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



564,733


15,203,934




432,300

28,433



4.32

58.10



Total cargo (kg)


5,781,403

16,008,250

11







5.42

2.52

5.81

2.86

1.80

2.09

INDUSTRY DATA52

Bahia is the sixth largest state econo-

my in Brazil, with an output correspond-

ing to 4.3% of the Brazilian total. It has a

population density of almost 27 inhabi-

tants per square kilometer53 and output

per capita of a little over half the value for

Brazil as a whole.

Large economic contrasts are present in

the state. Of its 32 micro-regions, only two

(Metropolitana de Salvador – greater Sal-

vador – e Barreiras) have income standards

similar to the national average. The others

have per capita incomes well below this54.

Because of the small output in rela-

tion to the total population and the

unbalanced geographical concentra-

tion of Bahia, demand for passenger air

transport is also small and very con-

centrated in a few cities. Thus, the

market penetration corresponds to

only 0.37 domestic boardings per in-

habitant per year55 (below the Brazilian

national average).

In Salvador and Porto Seguro occur,

respectively, 77% and 13%56 of domestic

boardings in this state. Of the 11 Bahia

airports with regular operations, only the

Aeroporto Deputado Luís Eduardo

Magalhães in Salvador transported pas-

sengers on scheduled international flights.

The demand for domestic passenger air

transport is largely supported by the tour-

ism potential of the state. Bahia receives

8.6% of the Brazilian interstate tourist

flow (all modes of transport), but sends to

other locations only 3.6% of the total57. In

2015, 3.3% of all foreign visitors to Brazil

entered through the state58, which is a

relatively small portion.

The participation of domestic and in-

ternational air cargo shipments in the

state, in relation to the total for Brazil, was

only 2.9% and 2.1%, respectively59. These

amounts are small compared with the

participation of the state in the Brazilian

economy, and this is explained by the

BahiaAir transport generates 286,700 jobs and R$ 14.1 billion in output in the state

Area (km2)


GENERAL DATA52


BA - Salvador


Bahia

+ Other catalyzed

Taxes (R$ billion)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

1.6 2.8 4.7 14.1

0.4

1.1

+ Other catalyzed

Wages (R$ billion)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

21.8 35.0 71.1 286.7

0.8

0.3

2.6

0.5

Revenue specific

to air transport

(direct impact)

0.4%




1.1%



2.2%





3.3%modest performance of its manufacturing

industry in recent years60.

Thus, the share of air transport in

Bahia’s international trade (exports plus

imports) is small, corresponding, in

2015, to 23,000 tons and US$ 453 mil-

lion. This is equivalent to 0.1% by weight

and 2.8% of the value of cargo handled

by Bahian foreign trade61.

Despite these modest numbers, the air-

line industry was responsible in 2015 for

3.3% of the state output (R$ 14.1 billion),

which is higher than the Brazilian national

average share. Between direct impact, indi-


lyzed industry, aviation generated nearly

287,000 jobs in the state, contributing R$ 1.1

billion in taxes and R$ 2.6 billion in wages.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



148,886


8,904,459




181,300

20,361



1.81

41.60



Total cargo (kg)


3,315,142

24,116,488

2







3.11

3.80

3.33

5.88

1.11

1.12

INDUSTRY DATA62

Ceará has a population density of al-

most 60 inhabitants per square kilome-

ter, which is high if compared to the fig-

ure for all of Brazil (24 inhabitants per

square kilometer) and average for the

Northeast Region states63. Its output ac-

counts for 1.8% of Brazil’s total.

The participation of industrial sector

in the output (20%) of Ceará is lower

than the national average (25%). The

public service sector, which participates

with 16% in the output of the country, in

Ceará represents 23%. The total output

of the state per capita is less than half of

the Brazilian64.

Ceará is an important domestic tour-

ism destination, capturing 5.6% of the

national inbound flow (all modes of

transport). But the domestic outbound

flow is only 2% of the total, which is pro-

portional to the state’s participation in

the Brazilian economy65.

São Paulo and Rio de Janeiro are the

largest sources of tourists to Ceará. How-

ever, 44% of tourists leave from states

whose capitals are about 500 kilometers

away: Maranhão, Pernambuco, Piauí,

Rio Grande do Norte and Paraíba66. At

these distances, air travel suffers compe-

tition from road transport.

Domestic passenger boarding in the

state in 2015 represented 3.3% of the na-

tional total67 – that is, it is a rate higher

than Ceará’s participation in the Brazil-

ian economy.

The setting of social and economic in-

dicators and the proximity of most major

sources of visitors make the penetration

of the domestic air transport low: 0.36

trips per inhabitant (below the national

average of 0.47).

Domestic air cargo transport is more

expressive than that of domestic passen-

gers and represented, in 2015, 5.9% of

the total weight shipped in Brazil: on

average 789 kilograms per takeoff

(against 382 kilograms of the national

average)68 were loaded.

Two reasons may explain the apparent

paradox between, on the one hand, low

CearáAir transport generates 217,000 jobs and R$ 10.2 billion in output in the state

Area (km2)


GENERAL DATA62


CE - Fortaleza


Ceará

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

1.3 2.3 3.8 10.2

296.0

848.8

+ Other catalyzed

Wages (R$ billion)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

17.4 27.8 56.6 217.1

0.6

0.2

2.0

0.4

Revenue specific

to air transport

(direct impact)

0.7%




2.1%



3.5%





5.6%

total output and industry participation in

the economy, and, on the other, the high

share of domestic air cargo transporta-

tion. First, Ceará has important factories

from industries that use air transport: in-

dustrial fabrics, leather goods and foot-

wear. Second, because of the importance

of leisure passenger flow, the airfares are

low if we consider the flight distances.

Thus, as low frequency flights with high

capacity aircraft predominate (lower cost

per seat-kilometer), the cargo shipment

per takeoff is high.

The main export products of Ceará,

however, are not usually transported by

plane because of the low value added.

Thus, the share of air transport in Ceará

exports was only 4.1% in value and 3.6% in

weight69 of goods handled.

The participation of the airline industry

(direct impact, indirect impact, induced

impact and on catalyzed industry) in the

total output of Ceará was 5.6% (R$ 10.2

billion) and generated more than 217,000

jobs, the payment of almost R$ 2 billion in

wages and R$ 849 million in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



5,780


2,914,830




280,400

96,198



2.80

196.56



Total cargo (kg)


9,663,274

36,356,504

1







9.06

5.72

9.68

10.13

3.39

0.07

INDUSTRY DATA70

The Distrito Federal is the Brazilian

federal unit with the highest output per

capita, almost double the Brazilian na-

tional average. The share of services

(public and private) stands out, reaching

93%, against the national average of

70%. Its population density is 504 in-

habitants per square kilometer, the

highest in the country.

Regarding domestic tourism, arrivals

and departures of visitors to the Distrito

Federal are balanced. Together, these

f lows account for about 4% of the total

number of tourists traveling within the

country (all modes)71.

The market penetration of domestic

air passenger transport in Brazil was

3.2 passengers boarded per inhabitant

in 2015, which is almost seven times the

Brazilian national average72. In the

same year, 9.3 million domestic passen-

gers (9.7% of Brazil’s total) and 360,000

international passengers (3.4%) trans-

ported at the Brasília airport, account-

ing for 9% of the total movement at

Brazilian airports73.

The proportion of passengers board-

ed in the Brasília airport is high because

it is an important center for f light con-

nections (due to its central location in

the country) and Brazil’s political capi-

tal. One also cannot ignore the impact

of high local income on the demand for

air transport.

In 2015, the domestic air cargo ship-

ment in Brasília was 36,400 tons, equiv-

alent to 10% of total air shipments in

Brazil74. As noted, this movement is pro-

portional to the passengers transported,

a fact explained by the large volume of

domestic connections made at the air-

port. The amount of international cargo

shipment is minor.

When examining trade chain (sum of

exports and imports) of the Distrito Fed-

eral, it is noteworthy that 5.9% of the total

DistritoFederalAir transport generates 736,900 jobs and R$ 30.8 billion in output in the district

Area (km2)


GENERAL DATA70


DF - Brasília


Distrito Federal

+ Other catalyzed

Taxes (R$ billion)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

2.8 4.4 6.9 30.8

0.5

2.7

+ Other catalyzed

Wages (R$ billion)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

28.5 45.6 92.7 736.9

1.0

0.4

6.5

0.6

Revenue specific

to air transport

(direct impact)

1.0%




2.4%



8.6%





11.0%weight and 70% of the value of goods han-

dled were transported by air. Concerning

specifically imports, the goods moved by

the air sector accounted for 0.6% of the

weight and 84% of the value75.

The expressive figures reported above

corresponded to an air transport industry

output value (direct impact, indirect im-

pact, induced impact and on catalyzed in-

dustry) equivalent to 11% of total output in

the Distrito Federal (R$ 30.8 billion). This

resulted in the generation of 737,000 jobs

and the payment of R$ 6.5 billion in wages

and R$ 2.7 billion in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

DISTRICT ECONOMY



46,089


3,929,911




198,900

50,612



1.99

103.41



Total cargo (kg)


1,698,251

7,947,172

1







1.59

1.25

1.77

2.23

0.00

0.00

INDUSTRY DATA76The state of Espírito Santo has a

population density of 85 inhabitants

per square kilometer77, which is higher

than the Brazilian national average, but

lower than that of the Southeast Re-

gion. The state accounts for about 2% of

total Brazilian output78.

Industry and private services are

equivalent and each correspond to 41%

of state output, compared to 25% and

53%, respectively, of Brazil as a whole79.

The total output per capita of the state

is slightly higher than the Brazilian

average80.

The inbound and outbound tourist

flows (all modes) are unbalanced: respec-

tively, 1.8% and 2.7% of Brazilian domes-

tic circulation81. About 80% of tourists

received come from Rio de Janeiro and

Minas Gerais82, whose capitals are about

400 kilometers from Vitória. As road

transport is more competitive for short

trips, only a small proportion of visitors is

captured by air transport. In turn, these

same states receive 63% of tourists from

Espírito Santo83.

Among the poles which generate and

receive trips for the state, only São

Paulo has its capital at a distance for

which air transport is the most compet-

itive mode (around 730 kilometers). In

conclusion, the Espírito Santo tourist

f lows are relatively high considering the

size of the economy of the state, but

only a small portion of them is captured

by air transport.

However, the participation of passen-

ger transport and cargo shipping on do-

mestic flights in Espírito Santo is propor-

tional to the participation of the state

economy in the national total. In the same

way, the rate of 0.43 domestic passenger

boardings per capita per year is very close

to the Brazilian average84.

EspíritoSantoAir transport generates 76,800 jobs and R$ 3.6 billion in output in the state

Area (km2)


GENERAL DATA76


ES - Vitória


Espírito Santo

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.2 0.5 0.9 3.6

76.0

290.6

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

4.5 7.1 14.6 76.8

161

59

686

95

Revenue specific

to air transport

(direct impact)

0.1%




0.4%



1.4%





1.8%The presence of international air trans-

port operations in exports was almost zero

in 2015. In imports, air transport partici-

pated with 13% in the value of goods han-

dled and 0.03% in weight85.

Due to the short average distance in

flights departing from the state (581 kilo-

meters) as compared to the Brazilian pa-

rameters (847 kilometers)86, the revenue

for the airlines is relatively small. Thus, the

airline industry (direct impact, indirect im-

pact, induced impact and on catalyzed in-

dustry) contributed only 1.8% (R$ 3.6 bil-

lion) of Espírito Santo’s total output in 2015.

That same year, the industry generated in

the state almost 77,000 jobs, with the

payment of R$ 686 million in wages and

R$ 291 million in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



340,111


6,610,681




289,200

43,747



2.89

89.39



Total cargo (kg)


1,656,898

3,589,590

3







1.55

0.56

1.72

1.01

0.00

0.00

INDUSTRY DATA87

Goiás has the eighth largest state

economy in Brazil. However, its output

per capita is slightly below the Brazilian

national average. Agriculture and live-

stock production account for about 12%

of the state’s output, as compared to the

Brazilian national average of 5%88.

The association between low popula-

tion density, low per capita output and

small share of the industrial and service

sectors explains in part the low penetra-

tion of domestic air passenger transport

among the people of Goiás: in 2015 there

were only 0.25 passenger boardings per

inhabitant, which is little more than half

the Brazilian average89.

The inbound and outbound domestic

tourist f lows of the state are balanced

and correspond to 5.4% of the national

movement. This behavior is typical of

markets in which business is the prima-

ry reason for air travel90. In Brazil’s

Midwest and North regions, domestic

travel for work and study prevails

(52.3% and 52.4%, respectively, while

the national average is 49.2% for both).

Moreover, the passengers boarded in

the Midwest are those who buy their tick-

ets less far in advance (77.2% with under

thirty days, versus 74.3% for the Brazil-

ian national average). Finally, purchases

made by the work institution correspond

to 39.3% of air travel originating in the

region (compared to 36.9% for the Brazil-

ian national average)91.

On the other hand, while the state

accounts for 2.9% of the Brazilian econ-

omy, its share in domestic passengers

transported is only 1.7%92. This is sig-

nificantly lower than would be expected,

given the high correlation between a lo-

cation’s economic activity and the de-

mand for air transport.

It could be that these statistics are

being affected by the proximity (a dis-

tance of only 163 kilometers) between

Goiânia and Brasília, whose airport is

one of the most important hubs in Brazil.

In other words, it is reasonable to assume

that part of the demand for air transport

GoiásAir transport generates 81,200 jobs and R$ 3.6 billion in output in the state

Area (km2)


GENERAL DATA87


GO - Goiânia


Goiás

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.2 0.4 0.6 3.6

48.0

296.3

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

2.8 4.5 9.2 81.2

102

37

710

60

Revenue specific

to air transport

(direct impact)

0.1%




0.2%



1.0%





1.2%

in Goiás is being captured by the Aero-

porto Juscelino Kubitschek.

Air cargo shipment is also limited in

Goiás and corresponds to about 1% of the

Brazilian national domestic total. Anoth-

er indicator of the modest movement of

air cargo in this state is the average

weight of the cargo loaded for takeoff

(202 kilograms), about half the average

recorded on domestic flights in Brazil93.

The air mode transported only 0.1%

of the total weight of the goods imported

by the state in 2015, but its value corre-

sponded to 38% of the total declared.

This shows the high aggregate value of

the assets. The Goiás airports were in-

volved in the transport of 17% of the

total94 foreign trade chain (that is, con-

sidering imports and exports) of the state.

The combination of the factors dis-

cussed above resulted in a 1.2% airline

industry share (direct impact, indirect

impact, induced impact and on cata-

lyzed industry) in relation to the total

output of Goiás, which is R$ 3.62 bil-

lion. Thus, 81,000 jobs were generated

and R$ 710 million in wages and R$

296 million in taxes were paid.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



331,936


6,904,241




111,900

16,207



1.12

33.12



Total cargo (kg)


996,490

2,830,790

3







0.93

0.45

1.04

0.79

0.00

0.00

INDUSTRY DATA95Maranhão has a population density of

almost 21 inhabitants per square kilome-

ter, which is below Brazil’s average96. The

per capita output of the state is one of the

lowest among all Brazilian states, at about

one third of the national average output.

The breakdown by sector is quite dis-

tinct from the typical national picture.

Especially, the gross value added of agri-

cultural production corresponds to 11%

of the total (compared to 5% of the Bra-

zilian national average). The industrial

output amounts to 19% (lower than the

average of 25%); private services, 45%,

and government services, 24% (against

16% in the national average)97. That is, in

addition to the total output per capita

being very small, the agricultural sec-

tor’s participation is more significant,

and it makes little use of air transport.

Maranhão is preferentially a starting

point for tourists going to other locations,

and accounts for 3.8% of national domes-

tic outbound flow (all modes of transport).

The state’s inbound tourism corresponds

to 1.8% of the national total98.

It is remarkable that a state with a lower

per capita output and only a medium-size

population has such a significant amount of

outbound tourism, comparable to the Dis-

trito Federal, whose population is the rich-

est in the country.

On the other hand, the penetration of

domestic passenger air transport in Mara-

nhão is 0.14 domestic passenger boardings

per inhabitant per year, well below the

national average (0.47)99. There are no

regular international flights to this state.

The biggest flows of tourists by air

mode from and to Maranhão are, in order

of volume, with the Distrito Federal, São

Paulo and Rio de Janeiro. The participa-

tion of air transport100, however, is rela-

tively low in these connections, although

MaranhãoAir transport generates 52,000 jobs and R$ 2.6 billion in output in the state

Area (km2)


GENERAL DATA95


MA - São Luís


Maranhão

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.3 0.6 1.2 2.6

103.0

215.3

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

6.1 9.7 19.8 52.3

220

81

494

130

Revenue specific

to air transport

(direct impact)

0.3%




1.1%



1.3%





2.3%the distances from São Luís to Brasília

(1,520 kilometers), São Paulo (2,332 ki-

lometers) and Rio de Janeiro (2,250 kilo-

meters) are large.

The domestic cargo air transport

(0.79% of the total national weight) is

slightly less significant than that of

passengers (0.93% of Brazil’s total)101.

The share of air transportation in the

state’s international trade chain (sum

of exports and imports) is also not very

significant102.

The airline industry (direct impact,

indirect impact, induced impact and on

catalyzed industry) contributed only

2.3% (R$ 2.6 billion) of the total output

of Maranhão in 2015. That same year, it

generated almost 52,000 jobs, with the



Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



903,378


3,265,486




190,700

58,399



1.91

119.32



Total cargo (kg)


1,808,359

5,378,023

4







1.69

0.85

1.88

1.51

0.00

0.00

INDUSTRY DATA103

Mato Grosso is the third largest Bra-

zilian state in size, after Amazonas and

Pará. However, as the estimated popula-

tion for 2015 is 3.3 million inhabitants,

its population density is only 3.61 inhab-

itants per square kilometer104.

Agriculture and livestock production

stand out in this state and represent 23%

of its total output. Compared to the Bra-

zilian national average, there is limited

participation by industry (18% in Mato

Grosso and 25% in Brazil) and non-gov-

ernment services (42% and 53%, respec-

tively)105.

The share of passenger boardings on

domestic flights in Mato Grosso in com-

parison to all of Brazil is nearly equal to

the participation of the state in domestic

output (1.9%)106. However, the state’s

total output per capita is high: about

20% above the Brazilian average107. In

this sense, the Mato Grosso per capita

income is similar to that of the South

Region states.

The large territorial size and the high

participation of healthcare as a reason for

domestic air travel (3.1% in the state,

compared to 2.4% on average for Bra-

zil)108 contribute to extensive use of air

transport. Thus, the penetration of do-

mestic passenger air transport in Mato

Grosso in 2015 was 0.55 trips per inhabi-

tant, which is higher than the Brazilian

national average (0.47)109.

The participation of domestic air cargo

shipments in this state (1.5%) in relation to

Brazil’s total is close to that of domestic

passenger boardings110. However, in 2015,

MatoGrossoAir transport generates 61,600 jobs and R$ 3.4 billion in output in the state

Area (km2)


GENERAL DATA103


MT - Cuiabá


Mato Grosso

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.4 0.8 1.4 3.4

121.0

253.2

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

7.1 11.4 23.1 61.6

256

94

581

151

Revenue specific

to air transport

(direct impact)

0.2%




0.7%



1.1%





1.8%air cargo loaded per takeoff on domestic

flights was 264 kilograms in Mato Grosso,

against the Brazilian average of 382 kilo-

grams111. This modest performance is due to

the nature of most of Mato Grosso’s produc-

tion – meat and grains – for which the pre-

ferred mode for export is maritime (94% of

production exported in value and weight112).

The combination of all these elements

led the airline industry (direct impact,


catalyzed industry) to have a share of

1.8% (R$ 3.4 billion) in the total output

of Mato Grosso. 61,000 jobs were gener-

ated, and R$ 581 million in wages and

R$ 296 million in taxes were paid.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



357,145


2,651,235




134,100

50,580



1.34

103.35



Total cargo (kg)


890,290

1,617,436

5







0.83

0.25

0.93

0.45

0.00

0.00

INDUSTRY DATA113

The population density of Mato

Grosso do Sul is 7.4 inhabitants per

square kilometer, which is below the

national average (24 inhabitants per

square kilometer)114. In addition, agri-

cultural production accounts for a high

share of gross value added in the state’s

total output: 18%. On the other hand,

the participation of private services is

only 41%115. This sectoral composition

significantly affects the use of air trans-

port in the state.

Although low, Mato Grosso do Sul’s

inbound and outbound tourism f lows

are balanced, corresponding, respec-

tively, to 1.8% and 1.6% of the Brazilian

national domestic total (all modes of

transport)116.

Penetration of domestic air passenger

transport in the state is much lower than

the national average (0.34 trips per inhab-

itant per year, compared to 0.47117), al-

though the total output per capita of the

state is almost equal to the national figure.

Both the average distance traveled by

domestic f lights which originate there

(773 kilometers118) and the load factor of

f lights that took off from the state in

2015 (72%119) are close to the national

average. This shows that there was not a

repressed demand. Thus, the difference

in the per capita use of the state in rela-

tion to Brazil as a whole is explained by

the nature of the output composition

and by the low population density of

Mato Grosso do Sul, which reduces ac-

cessibility to airports.

Air cargo shipment on domestic

f lights is not very significant in the state,

corresponding to 0.45% of Brazil’s do-

mestic total120. The share of air transpor-

tation in the international trade chain

Mato Grosso do SulAir transport generates 48,800 jobs and R$ 2.1 billion in output in the state

Area (km2)


GENERAL DATA113


MS - Campo Grande


Mato Grosso do Sul

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.2 0.3 0.5 2.1

37.0

180.6

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

2.2 3.5 7.0 48.8

78

29

431

46

Revenue specific

to air transport

(direct impact)

0.1%




0.4%



1.3%





1.6%(sum of exports and imports) of the state

is not very significant120. The water mode

is preferred for the movement of local

agricultural and livestock production. In

imports, the participation of pipeline

transportation (Brazil-Bolivia gas pipe-

line)121 stands out.

With low use of domestic passenger

and cargo air transport and the lack of

regular international aviation in Mato

Grosso do Sul, the participation of the

airline industry (direct impact, indirect

effect, income effect and on catalyzed

industry) in the total 2015 output was

only 1.6% (R$ 2.1 billion). Aviation gen-

erated almost 49,000 jobs, the payment

of R$ 431 million in wages and R$ 180.6

million in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



586,519


20,869,101




929,800

44,554



9.29

91.04



Total cargo (kg)


6,648,335

11,084,870

12







6.23

1.74

6.72

2.59

1.78

0.66

INDUSTRY DATA122Minas Gerais has the third largest

economy in the country, with an output

corresponding to about 9% of Brazil’s

total, and an estimated population of just

under 21 million inhabitants123.

The state has enormous contrasts in

population and income distribution.

There are areas of great economic impor-

tance and relatively high per capita in-

come, such as Região Metropolitana de

Belo Horizonte (the greater Belo Horizon-

te area) and the micro-regions of Itabira,

Ouro Preto and Uberlândia. They contrast

with those that make up the Jequitin-

honha mesoregion, in which the per capita

income is equivalent to about a third of the

value of the former micro-regions124.

Interestingly, 93% of the approximately

6.5 million domestic boardings in Minas

Gerais happened in only two micro-regions:

the Região Metropolitana de Belo Horizon-

te and Uberlândia125. In addition, both Ouro

Preto and Itabira are about 100 kilometers

from Belo Horizonte. That is, the socio-eco-

nomic contrast inside the state, the geo-

graphical concentration of production and

the large territorial size of economically

underdeveloped areas limit the competi-

tiveness of air transportation.

Thus, the market penetration of do-

mestic air passenger transport in this

state is 0.31 trips per inhabitant per

year126 – which is about 40% below the

national average, while the per capita in-

come is about 10% lower than the average

for the country127.

Cargo transport by air in Minas Gerais

is even less significant than that of pas-

sengers. While the share of domestic air

passengers transported in this state is

close to 7% of the national total, the air

cargo is less than 3%128.

Not without reason, the state’s share of

foreign trade (sum of exports and imports)

MinasGeraisAir transport generates 329,300 jobs and R$ 15.3 billion in output in the state

Area (km2)


GENERAL DATA122


MG - Belo Horizonte


Minas Gerais

+ Other catalyzed

Taxes (R$ billion)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

1.2 2.2 3.8 15.3

0.3

1.2

+ Other catalyzed

Wages (R$ billion)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

18.0 28.9 58.7 329.3

0.7

0.2

2.9

0.4

Revenue specific

to air transport

(direct impact)

0.1%




0.4%



1.2%





1.6%shipped via the air mode in 2015 was

small, at only 19,000 tons, with a value of

US$ 3 billion – 0.01% of the total national

weight and 10.02% of the value129.

Finally, participation in international

air passenger and cargo boarding in rela-

tion to the Brazilian total was 1.8% and

0.7%, respectively130, possibly explained by

the same factors mentioned above.

This unfavorable geo-economic pic-

ture results in an air transport participa-

tion – between direct impact, indirect

impact, induced impact and on the cata-

lyzed industry – of 1.6% (R$ 15.3 billion)

of total state output. Despite this small

impact, the sector generated 329,000

jobs with payment of R$ 2.9 billion in

wages and R$ 1.2 billion in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



1,247,954


8,175,113




195,900

23,963



1.96

48.96



Total cargo (kg)


2,615,970

15,478,270

12







2.45

2.44

2.65

4.25

0.60

0.11

INDUSTRY DATA131Pará is one of the largest states in Bra-

zil (14% of the territory), second only to

the state of Amazonas. Because of the

medium-size population, however, it has

one of the lowest population densities in

Brazil (6.55 inhabitants per square kilo-

meter)132. Output per capita is about half

the national average. This situation indi-

cates a low propensity to use air transport.

The total output of the state, in turn, is

less than 2% of Brazil’s total133. Pará’s

economy is based on mining (iron, baux-

ite, manganese, limestone, gold and tin)

and the lumber industry. For this reason,

the share of gross value added of the sec-

ondary sector (manufacturing industry)

in total production is 33%, compared to

the Brazilian national average of 25%134.

The inbound and outbound domestic

tourist flows of Pará are balanced, but

modest: equivalent to 1.7% of total trans-

actions in Brazil by the various modes135.

The international flow of tourists in the

state is not very significant.

The great distances and the precari-

ousness of surface transportation often

make air transport the only option avail-

able, especially for trips motivated by ac-

cess to healthcare resources. Overall, this

was the motivation for 5.2% of domestic

travel by air transportation in Brazil’s

North Region, compared to the Brazilian

average of 3%136.

In this context, despite the very low

income per capita, the market penetra-

tion of domestic air transport of passen-

gers in Pará was above what one might

expect. In 2015 the figure was 0.31 trips

per capita in the state (compared to the

Brazilian national average of 0.47137).

The domestic air cargo shipment figure

is high: it reached 452 kilograms per take-

off, while the Brazilian national average is

382 kilograms138. The deficiencies in road

ParáAir transport generates 97,000 jobs and R$ 5.3 billion in output in the state

Area (km2)


GENERAL DATA131


PA - Belém


Pará

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.8 1.3 2.1 5.3

161.0

389.5

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

9.5 15.1 30.8 97.2

342

126

903

202

Revenue specific

to air transport

(direct impact)

0.4%




1.1%



1.7%





2.7%infrastructure are the likely explanation for

a favorable performance of air mode in

freight transportation. Still, most of the

flow of imports and exports of Pará circu-

lates by water mode, with air transport

having an inexpressive participation.

The composition of geographic, so-

cial and economic factors of the state

makes air transport (direct impact, in-

direct impact, induced impact and on

catalyzed industry) account for only

2.7% (R$ 5.3 billion) of the state’s total

output. Nevertheless, in 2015 the indus-

try in Pará generated 97,000 jobs, the


nearly R$ 390 million in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



56,469


3,972,202




71,500

18,000



0.71

36.78



Total cargo (kg)


768,292

857,399

2







0.72

0.13

0.80

0.24

0.00

0.00

INDUSTRY DATA139The population density of Paraíba ex-

ceeds 70 inhabitants per square kilome-

ter – nearly triple the Brazilian national

average140. The state’s output is 0.71% of

the total output141 of Brazil. Per capita

output is slightly over a third of the na-

tional figure142.

In the composition of the local economy,

the gross value added of private services

contributes 43% of total state output; for

services provided by the government, 35%;

and for agriculture and livestock produc-

tion, 5%. The participation of industrial

sector (18%) is significantly lower than that

of the neighboring states143.

Inbound and outbound domestic tour-

ist flows (for all modes) are balanced and

correspond to 2% of the national domes-

tic visitation. This percentage is almost

three times greater than the contribution

of the economy of Paraíba to the total

output of Brazil. The most important

tourist interaction centers in the state are

Pernambuco, Rio Grande do Norte and

São Paulo144. The share of shipments on

domestic flights as compared to the Bra-

zilian national total was 0.8%, that is, it is

similar to the share of the state in Brazil’s

total output.

The penetration of the domestic air

passenger transport is 0.19 annual ship-

ments per inhabitant145, which is compat-

ible with per capita income. More than

90% of passengers transported on out-

bound flights from this state went to Rio

de Janeiro, São Paulo and the Distrito

Federal146. Regular international flights

do not operate in Paraíba.

The difference between the preferred

centers of tourist movement by all modes

and by air mode is due to the proximity of

João Pessoa in relation to the capitals of

Pernambuco and Rio Grande do Norte,

Recife (108 kilometers) and Natal (159

ParaíbaAir transport generated 417,000 jobs and R$ 2 billion in output in the state

Area (km2)


GENERAL DATA139


PB - João Pessoa


Paraíba

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.3 0.4 0.7 2.0

43.0

158.3

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

2.5 4.1 8.3 41.7

93

34

375

55

Revenue specific

to air transport

(direct impact)

0.4%




0.9%



1.9%





2.8%kilometers). For these distances, air

transport is almost unfeasible because of

road availability.

The average domestic cargo loaded per

takeoff in 2015 in Paraíba was 119 kilo-

grams, and the preferred destinations

were São Paulo (40% of total), Distrito

Federal (25%) and Rio de Janeiro (23%).

As for exports, air transport accounted

for 4% of the value and 3% of the weight

of the goods transported147. The propor-

tions in value and weight in air cargo are

unusually close, because of being goods

with low value added148.

In 2015, the share of the air transport

industry (direct impact, indirect impact,


try) in the output of Paraíba was 2.8%

(R$ 2 billion). Aviation in the state gen-

erated almost 42,000 jobs, with the



Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY









6.75

123.68



Total cargo (kg)


199,307

11,163,018

675,700

60,530

5,598,169

11,887,562

6







5.25

1.87

5.72

2.71

0.92

0.79

INDUSTRY DATA149

Paraná is the fifth largest Brazilian

state economy, with its output corre-

sponding to 6.75% of the total. The per

capita output is higher than the national

figure and the agricultural and livestock

production share of the economy is twice

the national average (the state is a leader

in the sector150).

Paraná has a balanced interstate

tourist f low (all modes of transport),

accounting for 6.6% of domestic out-

bound tourism and 6.8% of domestic

inbound tourism151. About 70% of these

trips originate or have as destination the

states of São Paulo and Santa Catarina,

in similar proportions152.

As the distance between Curitiba and

the capital of Santa Catarina, Florianópo-

lis, is only 250 kilometers, the air trans-

portation between the two cities gets little

use. The distance between São Paulo and

Curitiba is small, about 330 kilometers,

but the predominance of business travel

between the two cities makes the demand

for air transportation intense153.

The penetration of domestic air pas-

senger transport among Paraná resi-

dents is 0.49154 trips per inhabitant per

year, which is close to the Brazilian

national average.

About half of air travel initiated or

completed in Curitiba involve the state

of São Paulo155. However, the short dis-

tances between Curitiba and other im-

portant capitals in the South and South-

east regions limit the direct output of

the air transport industry in the state

(calculated by multiplying the number of

trips by the respective average airfare).

Air cargo transport in Paraná is not

very significant, corresponding to 1.9% of

total shipments from Brazil on domestic

and international flights156. For domestic

flights, departures from the state account

for 6% of Brazil’s total, while cargo

shipped from there represents 3% of the

national total157. On average, in 2015,

each domestic departure in Paraná regis-

tered 174 kilograms158 of cargo shipped,

which is a relatively small number.

ParanáAir transport generates 234,000 jobs and R$ 11.2 billion in output in the state

Area (km2)


GENERAL DATA149


PR - Curitiba


Paraná

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.8 1.5 2.5 11.2

210.0

878.1

+ Other catalyzed

Wages (R$ billion)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

12.3 19.8 40.2 234.1

0.4

0.2

2.1

0.3

Revenue specific

to air transport

(direct impact)

0.1%




0.4%



1.3%





1.7%By observing the intensity of the use of

different modes, the amount of cargo

shipped from Paraná airports represented

0.04%159 of that shipped through the port

of Paranaguá – a ratio ten times smaller

than that of cargo loaded at the airports of

São Paulo and the main port of that state,

the port of Santos.

In 2015, the air mode transported

32,000 tons of goods from all foreign trade

(sum of exports and imports) of Paraná,

worth US$ 1.2 billion. This is 0.1% of the

total weight handled by Paraná foreign

trade and 4.2% of the total in value160.

With the combination of these elements,

the airline industry (direct impact, indirect

impact, induced impact and on catalyzed

industry) participated with 1.7% (R$ 11.2

billion) of the total output of Paraná in 2015.

This corresponded to the generation of

234,000 jobs and the payment of R$ 2.1 bil-

lion in wages and R$ 878 million in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



98,149


9,345,173




235,100

25,157



2.35

51.40



Total cargo (kg)


3,765,398

24,063,022

3







3.53

3.79

3.76

5.04

1.40

2.17

INDUSTRY DATA161

The population density of Pernambu-

co is above 95 inhabitants per square

kilometer – high for Brazilian standards

(24 inhabitants per square kilometer)162.

This could suggest a high use of domes-

tic air passenger transport, as well as the

outstanding share of the service sector

contributes in the output of the state

(75%163), one of the highest in Brazil.

The per capita output, however, is

half the Brazilian average164, which usu-

ally is not a favorable factor for aviation

penetration. In fact, the use of air trans-

port by the people of Pernambuco is

0.39 annual trips per inhabitant (com-

pared to the Brazilian national average

of 0.47 trips per year)165, which can be

considered relatively high, given the

factors mentioned.

The penetration of international air

passenger transport is not very signifi-

cant and corresponds to only 1.4% of the

Brazilian total, while domestic air pas-

senger transport in Pernambuco is al-

most 4%166. The small per capita income

probably is unfavorable to international

outbound tourism.

Pernambuco has more outbound

than inbound tourists circulating with-

in Brazil (all modes), and its share in

domestic f lows are 4.3% and 3.6%167,

respectively.

Domestic air cargo shipment in the

state is relatively high, and the propor-

tion in relation to the Brazilian national

total (5%) exceeds that of passengers168.

In 2015, 18,000 tons of air cargo were

boarded, equal to 574 kilograms per

takeoff – about 50% above the Brazilian

national average169.

International trade (sum of exports

and imports) transported by the air

mode is also important to this state,

corresponding to 7% in value of total

goods moved in 2015 and 0.6% by

weight. The larger share, however, was

PernambucoAir transport generates 216,000 jobs and R$ 10.6 billion in output in the state

Area (km2)


GENERAL DATA161


PE - Recife


Pernambuco

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

313

851

+ Other catalyzed

Wages (R$ billion)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

1.4 2.4 4.0 10.6

18.4 29.4 59.8 216.2

0.7

0.2

2.0

0.4

Revenue specific

to air transport

(direct impact)

0.6%




1.7%



2.8%





4.5%imports, which accounted for 8% in

value and 0.1% by weight of the total

which entered the state170.

The high significance of air transport

in the Pernambuco economy is con-

firmed by the significant participation

of the airline industry (direct impact,


catalyzed industry) in total state output

in 2015, which was 4.5% (R$ 10.6 bil-

lion) – approximately 50% above the

Brazilian national average. Aviation

also contributed to the generation of

216,000 jobs, with the payment of almost

R$ 2 billion in wages and R$ 851 million

in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



251,611


3,204,028




49,700

15,512



0.50

31.69



Total cargo (kg)


586,178

797,855

2







0.55

0.13

0.61

0.22

0.00

0.00

INDUSTRY DATA171

Piauí has a population density of 12.73

inhabitants per square kilometer, which is

just over half of the national figure172. The

per capita output in the state is one of the

lowest in Brazil, at less than one third of

the Brazilian average173.

The share of agriculture and livestock

production in total output is 6%, thus ap-

proaching the Brazilian national average

of 5%. The industry level is low, at 12%

(against 25% total for Brazil). The output

of the private service sector, at 47%, is

within the average scenario. However, the

share of government services, at 34%, is

significantly higher than the Brazilian

national average (16%).

Inbound and outbound domestic tour-

ist flows are balanced and correspond to

1.8% of the Brazilian national move-

ment174. This value is quite high consider-

ing the participation of the state in total

Brazilian output, at 0.5%175. Over 60% of

the trips are to Ceará and Maranhão176,

whose capitals are separated from Teresi-

na by only 497 kilometers and 315 kilome-

ters, respectively – distances for which air

transport is not especially competitive.

Passengers boarded on domestic flights

in Piauí represent 0.61% of the Brazilian

national total177, which is higher than the

participation of Piauí in the Brazilian econ-

omy. However, the penetration of air trans-

port in the state is very low, at 0.18 annual

passenger transport per capita (the Brazil-

ian national rate is 0.47178). The low income

of the local population and the small dis-

tance between Teresina and regional capi-

tals with which there are the most import-

ant tourist flows are the factors that proba-

bly best explain the low use of air transport.

The main domestic passenger flows from

Teresina are to Fortaleza, Guarulhos and

Brasília, destinations representing respec-

tively 33%, 26% and 25% of the total179.

The domestic air cargo shipments in

Piauí are not very significant, at 118 ki-

PiauíAir transport generates 25,000 jobs and R$ 1.3 billion in output in the state

Area (km2)


GENERAL DATA171


PI - Teresina


Piauí

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.2 0.3 0.4 1.3

29.0

96.1

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

1.7 2.7 5.6 25.0

62

23

226

37

Revenue specific

to air transport

(direct impact)

0.3%




0.8%



1.8%





2.6%lograms per takeoff in 2015, which is

about 30% of the Brazilian national

average in the same year180. The exports

of the state are also not very significant,

at less than 1% of the output, and they

are done almost entirely via water

transport181.

Despite the low absolute values, the out-

put of the airline industry (direct impact,


catalyzed industry) accounted for 2.6% (R$

1.3 billion) of Piauí’s total in 2015, generat-

ing 25,000 jobs, with the payment of R$ 226

million in wages and R$ 96 million in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



43,778


16,550,024




1,095,100

66,169



10.94

135.20



Total cargo (kg)


13,016,057

50,787,710

5







12.20

7.99

11.46

5.72

18.95

10.91

INDUSTRY DATA182

Rio de Janeiro has the second largest state

economy in Brazil, with an output corre-

sponding to 11% of the Brazilian national

total183. On a per capita basis, that is more

than 30% above the Brazilian average184.

The population density of the state is

378 inhabitants per square kilometer185,

which is the second largest in Brazil,

behind only the Distrito Federal. For

comparison, this density is superior

even to that of Japan186. Consistent with

these data are the high degree of urban-

ization and the low level of agricultural

and livestock production activity187. As a

result, industry and services have much

greater relative importance than the av-

erage in Brazil.

Such indicators suggest a proportion-

ately high penetration of domestic air

passenger transport. In fact, the rate is

0.67 annual domestic trips per capita

(higher than that of São Paulo).

The state has more outbound (10.1%

of interstate f low) than inbound (9.5%)188

domestic movement of tourists. This

possibly stems from the combination of

good per capita income with high popu-

lation density, which implies easy access

of the population to airports.

At the same time, of the 4.3 million

international tourists that arrived in

Brazil by air in 2015189, 1.3 million (about

31%) entered through Rio de Janeiro.

This proportion is much higher than the

state’s participation in the Brazilian

economy. As part of these tourists also

visit other cities, this generates a contin-

gent of domestic passengers from there,

increasing the penetration of air trans-

portation in the state.

The share of air cargo shipment in Rio

de Janeiro in relation to Brazil’s total is

only 5.7% in domestic transport and

10.9%190 internationally. These shares are

about half those of air passenger trans-

port in the state, which represent 11.5%

and 19%191 of the domestic and interna-

tional contingents, respectively.

Rio deJaneiroAir transport generates 989,000 jobs and R$ 45.8 billion in output in the state

Area (km2)


GENERAL DATA182


RJ - Rio de Janeiro


Rio de Janeiro

+ Other catalyzed

Taxes (R$ billion)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

5.4 10.2 17.7 45.8

1.5

3.9

+ Other catalyzed

Wages (R$ billion)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

85.4 136.7 277.9 988.7

3.1

1.1

9.1

1.8

Revenue specific

to air transport

(direct impact)

0.5%




1.6%



2.6%





4.2%

In all of international trade (sum of

exports and imports) of the state, the air

mode transported 55,000 tons of goods,

with a declared value of US$ 34 billion.

This is equivalent to 0.1% of the state’s

total in weight and 14.7% of the total in

value. Statistics show that the value

added of air cargo was 284 times higher

than the value carried by other modes192.

The appeal of the state capital to

tourists helps to make the direct impact

of air transport and the consequent

share of tourism catalyzed by it propor-

tionately greater than the figures of the

local economy would lead one to assume.

Thus, the total output of the airline in-

dustry (direct impact, indirect impact,


try) was R$ 45.8 billion, representing

4.2% of the output of the state. Aviation

also contributed to the generation of

989,000 jobs, with the payment of al-

most R$ 9.1 billion in wages and R$ 3.9

billion in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



52,811


3,442,175




87,300

25,362



0.87

51.82



Total cargo (kg)


1,270,337

6,895,779

1







1.19

1.09

1.28

1.49

0.38

0.57

INDUSTRY DATA193

The population density of Rio Grande

do Norte is 65 inhabitants per square kilo-

meter; this is high, when compared to the

Brazilian average194. However, total per

capita output in the state is low, reaching

only around half of the national average.

In terms of economic sectors, the

economy of the state is distributed as

follows: agriculture and livestock pro-

duction account for 3% of the total; the

share of private services is below the

Brazilian average (46% compared to

53%), while the share of government ser-

vices is well above the average (28% as

compared to 16%)195. This distribution of

economic activity among the different

sectors is favorable to air transport of

domestic passengers.

The inbound domestic tourist flow (all

modes of transport) of the state is 2.5%. It

exceeds the outbound flow, which ac-

counts for 1.8% of the total Brazilian

flow196. Considering the geographical and

economic characteristics of this state,

these volumes are quite significant. The

main flows (in both directions) between

Rio Grande do Norte and other states are,

in order, with São Paulo, Distrito Federal,

Rio de Janeiro and Ceará.

The share of passengers boarded on

domestic flights in Rio Grande do Norte

in relation to all of Brazil is 1.19%. The

corresponding market penetration was

0.36 trips per inhabitant per year (com-

pared to an average of 0.47 for Brazil as a

whole)197. Considering the low level of per

capita output, this is a high rate, and re-

sults from strong inbound tourism. The

share of passenger boardings on interna-

tional flights is not large, and corresponds

to approximately 3% of the total passen-

ger boardings in this state and to 0.4% of

all travel in Brazil198.

Cargo boarded on domestic and in-

ternational f lights in Rio Grande do

Norte accounts for 1.5% and 0.6%, re-

spectively199, of all Brazilian air cargo.

The products shipped are mostly from

the fruit industry. In fact, the average

weight of cargo loaded in 2015 per f light

Rio Grandedo NorteAir transport generates 67,800 jobs and R$ 3.4 billion in output in the state

Area (km2)


GENERAL DATA193


RN - Natal


Rio Grande do Norte

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.5 0.8 1.3 3.4

92.0

264.8

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

5.4 8.7 17.6 67.8

196

72

619

116

Revenue specific

to air transport

(direct impact)

0.6%




1.5%



2.4%





3.9%

was 532 kilograms for domestic f lights,

and 6,331 kilograms for international

f lights200. These amounts are both high-

er than average for Brazilian states.

Rio Grande do Norte accounted for a

relatively high share of international trade

(sum of exports and imports) by air in

2015. The state’s share in this mode of ex-

ports was 10% in terms of value and 1.4%

in terms of weight. In imports, the share of

cargo transported by air was 7% in terms

of value and 0.04% in terms of weight201.

As a result of the low total output, the

importance of the state as an inbound

domestic tourism market, and the rela-

tively high amount of air cargo shipped,

the share held by aviation (direct impact,


catalyzed industry) in Rio Grande do

Norte was 3.9% (R$ 3.4 billion). Air

transport was also responsible for the

creation of almost 68,000 jobs and for

approximate payment of R$ 619 million

in wages and R$ 265 million in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



281,731


11,247,972




686,600

61,042



6.86

124.72



Total cargo (kg)


4,251,433

12,668,623

6







3.98

1.99

4.16

2.68

2.39

1.11

INDUSTRY DATA202

With a population density of approxi-

mately 40 inhabitants per square kilome-

ter, Rio Grande do Sul is the fourth largest

state economy in Brazil and accounts for

6.9% of the overall output of the country.

Per capita output in the state is much

higher than the Brazilian average203.

Noteworthy is the share held by agricul-

ture and livestock production, which ac-

counts for 10% of the total output of the

state (compared to 2% for the state of São

Paulo and the Brazilian average of 5%)204.

In qualitative terms, different from

most of Brazil, social indicators show that

Rio Grande do Sul has a fairly homogenous

income distribution. Likewise, the distri-

bution of inhabitants throughout the state

is quite evenly balanced, without extreme

population concentrations or empty areas.

The population of the Região Metropoli-

tana de Porto Alegre (greater Porto Alegre

area) accounts for 35% of the state’s total,

which is low by Brazilian standards.

In spite of the fact that per capita out-

put is above the Brazilian average, the rate

of domestic passenger transportation by

air is just 0.36 annual trips per inhabitant

(considerably below the Brazilian average,

which is 0.47)205. Given the size of the

economy of the state, both outbound and

inbound tourism are small, corresponding

to 5.4% and 3.4%, respectively, of the total

domestic interstate flows206.

Although movement at the port of Rio

Grande city is proportional to the share

Rio Grande do Sul holds in the national

economy (about 7% of the total movement

at Brazilian ports207), the volume of air

cargo (domestic and international)

shipped in this state is small, and accounts

for less than 2% of the Brazilian total.

Domestic air cargo shipped in the state

corresponds to 2.7% of the national total.

Average weight shipped per flight is mod-

est: while the average cargo shipped on

each domestic Brazilian flight in 2015 was

382 kilograms (which is low, when com-

pared to the average 1,400 kilograms per

flight in the United States208), in Rio Grande

do Sul this number was 264 kilograms209.

Rio Grandedo SulAir transport generates 191,500 jobs and R$ 9.6 billion in output in the state

Area (km2)


GENERAL DATA202


RS - Porto Alegre


Rio Grande do Sul

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

1.0 1.8 3.0 9.6

233.0

739.0

+ Other catalyzed

Wages (R$ billion)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

13.7 21.9 44.6 191.5

0.5

0.2

1.7

0.3

Revenue specific

to air transport

(direct impact)

0.1%




0.4%



1.0%





1.4%

As a result, this state accounts for a

small share of international trade trans-

ported by air (sum of exports and im-

ports). In 2015, 37,000 tons of merchan-

dise were sent by air from Rio Grande do

Sul, with a value of US$ 1.1 billion. Of the

international goods shipped by the state,

it accounted for 0.02% of the weight and

1.5% of the value210.

Everything would indicate that the

low level of air transportation in Rio

Grande do Sul is not related to per cap-

ita output in this state, but rather, to a

combination of the following factors:

average demographic density for Brazil-

ian standards, relatively high participa-

tion of the agricultural and livestock

sector in the economy, and inexpressive

inbound tourism.

As a result, in 2015 the total impact of

the airline industry (direct impact, indi-


lyzed industry) was 1.4% of the state’s

output (R$ 9.6 billion), 191,500 jobs were

generated, and R$ 1.7 billion in wages

and R$ 739 million in taxes were paid.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



237,590


1,768,204




54,200

30,653



0.54

62.63



Total cargo (kg)


535,351

1,825,284

4







0.50

0.29

0.56

0.51

0.00

0.00

INDUSTRY DATA211

The population density of Rondônia is

just over 7 inhabitants per square kilome-

ter, which is relatively high for the North

Region of Brazil212. The economy of the

state accounts for 0.54% of total Brazilian

output; in per capita terms, it is a little

higher than half of the Brazilian average.

Agriculture and livestock account for

12% of the total state output, which is

above the regional average. The propor-

tion of gross value added by the industrial

sector is average in relation to neighboring

states. Private services are slightly higher

than the regional average, and the oppo-

site is true of government services (40%

and 29%, respectively213).

There is a predominance of domestic

outbound tourism, who account for

0.5% of the total national f low214, which

is compatible with the share of the state

in Brazilian output. The principal desti-

nations of tourists from Rondônia, ac-

counting for 80% of movement, are the

states of São Paulo and Mato Grosso.

Inbound tourism is much smaller; it is

the equivalent of 0.2% of the total Bra-

zilian amount, and tourists are almost

exclusively from Amazonas215.

Domestic passenger transport is 0.30

annual trips per inhabitant, which is

lower than the national average (0.47).

Unlike other states with an economy of

similar size, Rondônia has several air-

ports with regular domestic operations

and a significant volume of passengers for

local standards: Porto Velho, Cacoal,

Vilhena and Ji-Paraná. The main desti-

nations of passengers who traveled in

2015 were Mato Grosso (29%), Distrito

Federal (28%) and Amazonas (22%)216.

There is no international air transporta-

tion service in this state.

Shipment of cargo by air on domestic

flights in 2015 was significant and corre-

sponded to 0.5% of total air cargo in Bra-

zil, which is similar to its passenger num-

RondôniaAir transport generates 20,900 jobs and R$ 1.1 billion in output in the state

Area (km2)


GENERAL DATA211


RO - Porto Velho


Rondônia

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.1 0.3 0.4 1.1

33.0

83.3

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

1.9 3.1 6.4 20.9

71

26

194

42

Revenue specific

to air transport

(direct impact)

0.3%




0.8%



1.2%





2.0%bers. The average amount of cargo per

flight in the state was 289 kilograms,

which is close to the Brazilian average of

382 kilograms217.

Foreign trade accounts for a significant

17% of the state GDP218, but exports are

primarily composed of products from the

agriculture and livestock sector, which are

normally transported by water219.

Together, these factors caused air trans-

port to account for a share of the total output

of Rondônia (direct impact, indirect impact,

induced impact and on catalyzed industry)

of 2% (R$ 1.1 billion), which is well below the

Brazilian average. In Rondônia, aviation

was responsible for the generation of almost

21,000 jobs, with payment of R$ 194 million

in wages and R$ 83 million in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



224,303


505,665




13,100

25,906



0.13

52.93

The northernmost state of Brazil, Ror-

aima, which was created by the Federal

Constitution of 1988, has a population

density of just over 2 inhabitants per

square kilometer, which is similar to the

population density of Amazonas221.

Roraima is responsible for 0.13% of all

Brazilian output222. Its composition is

quite different from the national average;

as in the other states that had previously

been federal territories, the share of gov-

ernment services is expressive. The shares

of gross value added in the state’s output

are as follows: agriculture and livestock,

5%; industry, 13%; private services, 35%;

and government services, 48%. Per capita

output is slightly higher than half the Bra-

zilian average223, which is explained in

part by the highest relative share of the

government in output among all Brazilian

federated units.

Outbound tourism is predominantly

geared towards Amazonas and accounts for



Total cargo (kg)


167,312

121,255

1







0.16

0.02

0.17

0.03

0.00

0.00

INDUSTRY DATA220

0.2% of all domestic national travel224. The

use of domestic passenger air travel is com-

patible with the total per capita output of

Roraima and corresponds to 0.33 annual

trips per inhabitant. There is no international

air transportation service in this state.

Brasília and Manaus are the only air-

ports with relevant connectivity to Boa

Vista225. Both cities are sufficiently far

away from the capital of Roraima to justify

the use of air transport.

The passenger load factor of domestic

flights serving Boa Vista was 82%226, which is

within global standards. This shows that the

region has a supply that is consistent with its

demand. However, the merely average high-

way infrastructure in the state and the level of

availability of railway and waterway trans-

portation do not indicate a channeling of de-

mand towards air transportation.

Exports from Roraima account for only

3% of the product of agricultural and live-

stock and industrial sectors combined227.

RoraimaAir transport generates 3,600 jobs and R$ 219 million in output in the state

Area (km2)


GENERAL DATA220


RR - Boa Vista


Roraima

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ m

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

37.0 50.0 70.0 219.0

4.0

13.8

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

0.2 0.4 0.8 3.6

8

3

32

5

Revenue specific

to air transport

(direct impact)

0.3%




0.5%



1.1%





1.7%Even so, 7% in terms of value and 1.2% in

terms of weight of the state’s total exports

are transported by air228.

The small numbers of passengers (re-

sulting from low economic interaction

with other federated units), the incipient

nature of cargo transport, and the ab-

sence of long-distance travelers lead to

low output in the air transport sector.

Between the direct impact, indirect im-

pact, induced impact and on catalyzed

industry, the air transport industry ac-

counted for 1.7% (R$ 219 million) of total

output in Roraima in 2015, generating

3,600 jobs, payment of R$ 32 million in

wages and almost R$ 14 million in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



95,734


6,819,190




393,500

57,705



3.93

117.91



Total cargo (kg)


3,002,236

4,320,934

6







2.81

0.68

3.05

1.21

0.61

0.00

INDUSTRY DATA229The population density of Santa Ca-

tarina is a little more than 71 inhabitants

per square kilometer, the highest in the

South Region. The per capita output of

Santa Catarina is quite high when com-

pared to the Brazilian average (around

20% higher). The share of the industrial

sector in the total output of the state,

31%, is among the largest in Brazil230.

Santa Catarina is an important tour-

ist destination and accounts for 7.9% of

Brazilian inter-state inbound tourism

(all modes of transport), occupying the

fifth position, slightly behind Minas

Gerais and Bahia (each of which re-

ceives 8.6% of the total). The main in-

terstate f lows come from Paraná (31%

of total), Rio Grande do Sul (34%) and

São Paulo (20%)231.

This travel is predominantly done by

highway mode, since the distances in-

volved are not great – the straight-line

distances between Florianópolis and

Curitiba, Porto Alegre and São Paulo are

363 kilometers, 245 kilometers and 498

kilometers, respectively.

International inbound tourism is small:

the state receives some 150,000 tourists a

year, 46% of whom come by air. Of the total

arriving by this mode, 47,000 come from

Argentina and 17,000 from Chile232.

The penetration of domestic passenger

air transport is 0.43 annual trips per in-

habitant233, which is below the Brazilian

average, even though per capita output in

this state is relatively high. This is likely

due to the large share of travel for vaca-

tion/leisure and to the proximity to the

major Brazilian outbound tourist centers,

which make air mode not as competitive

as the highway mode of transport.

In spite of the relative importance of

industrial production, air cargo ship-

ment in the state is small, only reaching

SantaCatarinaAir transport generates 140,800 jobs and R$ 6.4 billion in output in the state

Area (km2)


GENERAL DATA229


SC - Florianópolis


Santa Catarina

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.4 0.7 1.2 6.4

94.0

517.0

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

5.5 8.8 18.0 140.8

199

73

1.235

118

Revenue specific

to air transport

(direct impact)

0.1%




0.3%



1.3%





1.6%an average of 45 kilograms per f light234.

This weak performance is probably due

to the small distances from the main

economic hubs in the region.

It is reasonable to believe that the eco-

nomic, demographic and geographic condi-

tions commented on above explain why the

air transport industry (direct impact, indi-


lyzed industry) contributed with just 1.6%

(R$ 6.4 billion) of the output of Santa Cata-

rina. This sector generated slightly fewer

than 141,000 jobs, R$ 1.2 billion in wages

and R$ 517 million in taxes in the state.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



248,222


44,396,484




3,320,200

74,785



33.18

152.81



Total cargo (kg)


34,384,293

350,878,631

12







32.23

55.22

28.57

36.43

65.67

79.33

INDUSTRY DATA235With a high population density of al-

most 179 inhabitants per square kilometer,

and output equivalent to a third of all Bra-

zilian output236, the state of São Paulo has

the largest economy in the country. If it

were a separate country, São Paulo would

be the 24th largest economy in the world. As

a result, it meets the essential requirements

for the heavy presence and use of the air

transport industry.

The 34 million passenger boardings

on domestic and international flights in

2015 through the airports of São Paulo

correspond to 32% of all Brazilian air

travelers237. That same year, cargo trans-

ported on domestic and international

flights (351 million tons238) represented

55% of the total transported in Brazil.

As would be expected, the population

of São Paulo uses a high rate of air trans-

portation: there are 0.62 annual domestic

trips per inhabitant239. In global terms,

this places São Paulo on a similar level

with Spain (0.63, in 2014)240.

Air cargo transport in São Paulo is no

less important than passenger trans-

port. In 2015, of the state’s international

trade (sum of exports and imports), the

air transport mode moved 769,000 tons

of goods, with a value of US$ 21 billion.

This is equal to 1.1% of the total trans-

ported by all modes in terms of weight,

and 19.4% of the total value241. The

added value of the air cargo was about

22 times higher than that transported by

other modes.

Due to its very nature, air transport

offers valuable benefits for economic

growth, whether in terms of conducting

business, increasing productivity or con-

nectivity with other states and countries.

As a result, more than 50% of the domes-

tic flights in Brazil are for business, the

largest share among all modes of trans-

São PauloAir transport generates 2,400,000 jobs and R$ 120 billion in output in the state

Area (km2)


GENERAL DATA235


SP - São Paulo


São Paulo

+ Other catalyzed

Taxes (R$ billion)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

18.1 33.4 57.3 119.7

4.7

9.7

+ Other catalyzed

Wages (R$ billion)

Job

s (m

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.3 0.4 0.9 2.4

9.9

3.6

22.2

5.8

Revenue specific

to air transport

(direct impact)

0.5%




1.7%



1.9%





3.6%

port242. In the state of São Paulo, this is

equal to 14 million work-related domestic

air trips in 2015. Business-related travel

accounts for about 27% of travel in the

international inbound mode243, resulting

in an estimated additional 2 million an-

nual business trips in the state.

In 2015, the value of the exclusive out-

put (direct impact, indirect impact, and

the induced impact) of the air transport

industry in São Paulo was R$ 57.3 billion,

or 1.73% of the state’s total output. Add-

ing the tourism revenue catalyzed by avi-

ation to this amount, it climbs to R$ 119.7

billion (3.6% of the total output of the

state). Considering all the impacts (direct

impact, indirect impact, induced impact

and on catalyzed industry), aviation gen-

erated almost 2.4 million jobs, payment

of R$ 22.2 billion in wages and R$ 9.7

billion in taxes (of which R$ 3.7 billion

was ICMS, the Brazilian consumption

value added tax244).

Therefore, it is clear that air transpor-

tation, whether in the passenger or cargo

mode, is essential for the economy of the

state of São Paulo, and goes beyond its

already significant impacts.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



21,918


2,242,937




57,700

25,725



0.58

52.56



Total cargo (kg)


616,878

517,720

1







0.58

0.08

0.64

0.14

0.00

0.00

INDUSTRY DATA245

Sergipe has a population density of

102 inhabitants per square kilometer,

much higher than the national average

(24 inhabitants per square kilometer)246.

Total per capita output is slightly higher

than half the Brazilian average, and it

has the highest per capita output among

states in the Northeast Region247.

The breakdown of state output by eco-

nomic sector is close to the national aver-

age in agriculture and livestock, as well as

in industry, with shares of 6% and 26%.

However, the share of government ser-

vices alone accounts for 26% (compared to

16% for Brazil as a whole) and private

services accounts for 43% of the total

(compared to 53%)248.

The tourism in the state is predomi-

nantly inbound and accounts for 1.6% of

the total amount of the tourist flow be-

tween Brazilian federated units. Out-

bound tourism is much less expressive and

corresponds to 0.7% of the national

total249. Almost 90% of the inbound tour-

ists come from Alagoas, Bahia and Per-

nambuco, whose capital cities are located

less than 400 kilometers from Aracaju. As

a result, air transport is not the most com-

petitive mode from the standpoint of in-

bound tourism.

Domestic boardings in Sergipe account

for 0.64% of the Brazilian total, a higher

percentage than the share of the state in

the total output in Brazil, which is 0.58%.

The preferred destinations of air travelers

who leave the state were São Paulo (34% of

the total), Bahia (20%), Rio de Janeiro

(18%) and Distrito Federal (15%)250. There

was no regular international air transport

of passengers in Sergipe in 2015.

Domestic air cargo shipment in the

state is not very significant and corre-

SergipeAir transport generates 24,500 jobs and R$ 1.3 billion in output in the state

Area (km2)


GENERAL DATA245


SE - Aracaju


Sergipe

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ b

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

0.1 0.3 0.4 1.3

34.6

96.1

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

2.0 3.3 6.6 24.5

73

27

224

43

Revenue specific

to air transport

(direct impact)

0.3%




0.8%



1.4%





2.2%sponds to 518 tons, which is equivalent

to an average of 93 kilograms per

f light, around one-fourth of the Brazil-

ian average251.

Import and export movements account

for around 3% of the GDP252 of the state.

However, the share of air transport in the

international trade (sum of exports and

imports) was only 5% in terms of value253.

Even without any international flights

and the incipient nature of cargo transport,

in 2015, air transport aviation (direct im-

pact, indirect impact, induced impact and

on catalyzed industry) accounted for 2.2%

(R$ 1.3 billion) of the total output of the

state. This industry generated 24,500 jobs

and payment of R$ 224 million in wages

and R$ 96 million in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



277,720


1,515,126




39,200

25,872



0.39

52.86



Total cargo (kg)


355,176

832,715

2







0.33

0.13

0.37

0.23

0.00

0.00

INDUSTRY DATA254

Created by the 1988 Constitution, Tocan-

tins has a population density of 5.5 inhabi-

tants per square kilometer, approximately

one-fourth of the average density in Bra-

zil255. Total per capita output is low, around

half of the average output in Brazil256.

As is the case for all recently created

states, the gross value added of govern-

ment services as a share of the state’s out-

put is high: 32%, compared to the Brazil-

ian average of 16%. Agriculture and live-

stock accounts for 13% of output, which is

a high rate (the Brazilian average is 5%257).

Industrial output (principally mineral

products, rubber and plastic, agroindus-

try and food processing258) accounts for

17%, and private services, for 38%.

Tourism-related movement in Tocan-

tins is expressive, considering the econom-

ic and population dimensions of the state.

Outbound tourism accounts for 0.7% of the

national domestic flows and inbound tour-

ism, for 1.1%259. However, only about 7% of

these tourists traveled by air260.

The share of the state in passenger

boardings on domestic flights was 0.37%

of the national total261, which corresponds

to the share of the state in total Brazilian

output (0.39%)262. However, the domestic

passenger travel rate is 0.23 annual trips

per inhabitant (compared to the Brazilian

average of 0.47263). This low rate results

essentially from the low per capita income

and low population density in this state.

Domestic air cargo movement is also

small: it averages only 144 kilograms per

flight (40% of the Brazilian average264).

Water mode is preferred by agribusiness,

an industry with major local relevance, to

transport its production.

TocantinsAir transport generates 13,900 jobs and R$ 647 million in output in the state

Area (km2)


GENERAL DATA254


TO - Palmas


Tocantins

+ Other catalyzed

Taxes (R$ million)

Ou

tpu

t (R

$ m

illion

)

+ Catalyzed tourism

+ Induced

+ Indirect

53.0 84.0 132.0 647.0

9.3

51.2

+ Other catalyzed

Wages (R$ million)

Job

s (th

ou

san

d)

+ Catalyzed tourism

+ Induced

+ Indirect

0.5 0.8 1.8 13.9

19

7

122

11

Revenue specific

to air transport

(direct impact)

0.1%




0.3%



1.3%





1.7%

As a result of the low levels of domestic

passenger and cargo transport and the

absence of international air services, the

share of the air transport industry (direct

impact, indirect impact, induced impact

and on catalyzed industry) in the total

output of the state was below the Brazilian

average. Nonetheless, in 2015, it reached

1.7% of the output of the state (R$ 647

million), generating almost 14,000 jobs

and payment of R$ 122 million in wages

and R$ 51 million in taxes.

Aviation direct

Aviation direct

PARTICIPATION

OF THE AIRLINE

INDUSTRY IN THE

STATE ECONOMY



Brazil – Output

The individual data from the federated units, as well as some totals, may be subject to small variations in relation to those cited elsewhere in this publica-tion. This is due to the need to round off numbers when creating the tables and analyses.

STATE OUTPUT (R$ MILLION)

Air transport Catalyzed industry Total

TOURISM (ALL EFFECTS)

Acre

Alagoas

Amapá

Amazonas

Bahia

Ceará

Distrito Federal

Espírito Santo

Goiás

Maranhão

Mato Grosso

Mato Grosso do Sul

Minas Gerais

Pará

Paraíba

Paraná

Pernambuco

Piauí

Rio de Janeiro

Rio Grande do Norte

Rio Grande do Sul

Rondônia

Roraima

Santa Catarina

São Paulo

Sergipe

Tocantins

DIRECT

63

299

37

925

1,612

1,332

2,777

218

244

307

385

160

1,209

763

296

771

1,406

165

5,448

510

1,014

153

37

360

18,074

150

53

INDIRECT

25

226

20

605

1,225

974

1,597

251

158

340

398

121

1,012

530

143

692

1,031

96

4,789

303

768

110

13

309

15,345

114

31

INDUCED

39

351

32

943

1,908

1,518

2,489

390

246

531

620

189

1,577

826

223

1,079

1,606

150

7,463

472

1,197

171

20

482

23,912

178

48

412

2,248

577

4,593

14,106

10,225

30,844

3,562

3,613

2,615

3,421

2,148

15,259

5,354

2,037

11,162

10,559

1,282

45,757

3,418

9,554

1,110

219

6,358

119,739

1,275

647

285

1,372

488

2,120

9,361

6,401

23,981

2,703

2,965

1,438

2,018

1,678

11,461

3,235

1,375

8,620

6,516

871

28,057

2,133

6,575

677

149

5,207

62,408

833

515

BRAZIL TOTAL 38,765 31,226 48,660 312,092 193,441


Comparison charts

Brazil – Jobs


Total

STATE JOBS (UNIT)

Air transport Catalyzed industry

TOURISM(ALL EFFECTS)

Acre

Alagoas

Amapá

Amazonas

Bahia

Ceará

Distrito Federal

Espírito Santo

Goiás

Maranhão

Mato Grosso

Mato Grosso do Sul

Minas Gerais

Pará

Paraíba

Paraná

Pernambuco

Piauí

Rio de Janeiro

Rio Grande do Norte

Rio Grande do Sul

Rondônia

Roraima

Santa Catarina

São Paulo

Sergipe

Tocantins

DIRECT

442

4,022

361

10,794

21,836

17,375

28,482

4,467

2,818

6,071

7,091

2,162

18,040

9,456

2,550

12,345

18,381

1,714

85,396

5,405

13,694

1,954

234

5,516

273,615

2,035

544

INDIRECT

266

2,416

217

6,485

13,119

10,439

17,112

2,683

1,693

3,647

4,260

1,299

10,838

5,681

1,532

7,417

11,043

1,030

51,305

3,247

8,227

1,174

141

3,314

164,384

1,223

327

INDUCED

731

6,652

597

17,852

36,115

28,737

47,107

7,387

4,661

10,040

11,728

3,575

29,837

15,639

4,217

20,417

30,401

2,835

141,237

8,940

22,648

3,232

388

9,124

452,532

3,366

900

7,823

42,755

12,686

75,346

286,737

217,140

736,884

76,835

81,245

52,265

61,571

48,791

329,342

97,154

41,658

234,142

216,172

24,989

988,726

67,765

191,473

20,908

3,611

140,755

2,355,860

24,481

13,924

6,384

29,665

11,511

40,215

215,667

160,589

644,183

62,298

72,073

32,507

38,492

41,755

270,627

66,378

33,359

193,963

156,347

19,410

710,788

50,173

146,904

14,548

2,848

122,801

1,465,329

17,857

12,153

BRAZIL TOTAL 556,800 334,519 920,895 6,451,038 4,638,824



Brazil – Wages


STATE WAGES (R$ MILLION)

Air transport

TOURISM(ALL EFFECTS)

Acre

Alagoas

Amapá

Amazonas

Bahia

Ceará

Distrito Federal

Espírito Santo

Goiás

Maranhão

Mato Grosso

Mato Grosso do Sul

Minas Gerais

Pará

Paraíba

Paraná

Pernambuco

Piauí

Rio de Janeiro

Rio Grande do Norte

Rio Grande do Sul

Rondônia

Roraima

Santa Catarina

São Paulo

Sergipe

Tocantins

DIRECT

6

53

5

143

290

231

378

59

37

81

94

29

240

126

34

164

244

23

1,134

72

182

26

3

73

3,633

27

7

INDIRECT

4

32

3

87

176

140

230

36

23

49

57

17

146

76

21

100

148

14

690

44

111

16

2

45

2,209

16

4

INDUCED

7

59

5

159

322

256

420

66

42

90

105

32

266

140

38

182

271

25

1,261

80

202

29

3

81

4,039

30

8

71

395

111

728

2,608

1,981

6,462

686

710

494

581

431

2,935

903

375

2,082

1,982

226

9,082

619

1,734

194

32

1,235

22,244

224

122

54

251

98

339

1,820

1,354

5,434

525

608

274

325

353

2,283

561

282

1,636

1,319

164

5,997

423

1,239

123

24

1,036

12,363

151

103

BRAZIL TOTAL 7,394 4,496 8,218 59,247 39,139

Catalyzed industry Total


Brazil – Taxes


STATE TAXES (R$ MILLION)

Air transport Catalyzed industry

TOURISM (ALL EFFECTS)

Acre

Alagoas

Amapá

Amazonas

Bahia

Ceará

Distrito Federal

Espírito Santo

Goiás

Maranhão

Mato Grosso

Mato Grosso do Sul

Minas Gerais

Pará

Paraíba

Paraná

Pernambuco

Piauí

Rio de Janeiro

Rio Grande do Norte

Rio Grande do Sul

Rondônia

Roraima

Santa Catarina

São Paulo

Sergipe

Tocantins

22

102

40

139

743

553

2,219

215

248

112

133

144

932

229

115

668

539

67

2,448

173

506

50

10

423

5,047

62

42

30

171

46

322

1,114

849

2,704

291

296

215

253

181

1,239

390

158

878

851

96

3,901

265

739

83

14

517

9,703

96

51

BRAZIL TOTAL 9,473 15,979 25,452

8

68

6

184

372

296

485

76

48

103

121

37

307

161

43

210

313

29

1,453

92

233

33

4

94

4,655

35

9

ALL EFFECTS

Total

Comparison charts



Data for domestic tourist flows

(inbound and outbound) were

extracted from the Ministério

do Turismo (MTur – Ministry of

Tourism) and refer to all modes.

Data on air transportation

passengers are from the Agência

Nacional de Aviação Civil (ANAC –

National Civil Aviation Agency).

Data on international trade chain

(exports and imports) for each

federated unit are from the

Ministério da Indústria, Comércio

Exterior e Serviços (MDIC –

Ministry of Industry, Foreign Trade

and Services) and consider the

federated unit as the origin or

destination of the goods, regardless

of transportation mode or route.

Specific data on international air

freight are from ANAC.

1 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.2 IBGE, [email protected] United States Census Bureau, American Fact Finder.4 IBGE, Produto Interno Bruto dos municípios 2010-2013.Elaborated by ABEAR.5 CIA, The World Fact Book.6 IBGE, Produto Interno Bruto dos municípios 2010-2013.Elaborated by ABEAR.7-8 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.9 MTur, Anuário estatístico de turismo – 2016, v. 43, base year 2015.10 MDIC, Alice Web. Elaborated by ABEAR.11 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.12 IBGE, [email protected] IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.15 Governo do Estado do Acre, Portal do Governo do Acre.16 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR. 17 ANAC, Base de dados estatísticos do transporte aéreo. 18 IBGE, Estados@. 19 ANAC, Base de dados estatísticos do transporte aéreo. 20 CNT, Pesquisa CNT de rodovias 2015. 21 ANAC, Base de dados estatísticos do transporte aéreo. 22 IBGE, Estados@, Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR. 23 IBGE, Estados@. 24 IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR. 25 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR. 26 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.27 IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.28-30 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.31 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.32 IBGE, [email protected] IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.36 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.37 IBGE, [email protected] ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.39 CNT, Pesquisa CNT de Rodovias 2015.40 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.41 MDIC, Alice Web. Elaborated by ABEAR.42 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.43-44 IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.45 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.46 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.47 SAC, O Brasil que voa (executive report).

COMPLETE INFORMATION ON THE REFERENCED SOURCES ARE ON PAGE 78.

48 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.49 MTur, Anuário estatístico de turismo – 2016, v. 43, base year 2015.50 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.51 MDIC, Alice Web. Elaborated by ABEAR.52 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.53-54 IBGE, Produto Interno Bruto dos municípios 2010-2013.55-56 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.57 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.58 MTur, Anuário estatístico de turismo – 2016, v. 43, base year 2015.59 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.60 FIEB, Sistema FIEB – Notícias, “Indústria de transformação da Bahia registrou retração de 6,4% em abril.61 MDIC, Alice Web. Elaborated by ABEAR.62 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.63 IBGE, [email protected] IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.65-66 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR. 67-68 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.69 MDIC, Alice Web. Elaborated by ABEAR.70 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.71 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report).72-74 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.75 MDIC, Alice Web. Elaborated by ABEAR76 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.77 IBGE, [email protected] IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.81-83 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.84 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.85 MDIC, Alice Web. Elaborated by ABEAR.86 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.87 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.88 IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.89 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.90 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report).91 SAC, O Brasil que voa (executive report).92 IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.93 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.94 MDIC, Alice Web. Elaborated by ABEAR.

95 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.96 IBGE, [email protected] IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.98 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.99-101 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.102 MDIC, Alice Web. Elaborated by ABEAR.103 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.104 IBGE, [email protected] IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.106 IBGE, Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.107 IBGE, Produto Interno Bruto dos municípios 2010-2013.108 SAC, O Brasil que voa (executive report).109-111 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.112 MDIC, Alice Web. Elaborated by ABEAR.113 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.114 IBGE, Estados@.

NOTES


Notes

115 IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.116 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.117-120 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.121 MDIC, Alice Web. Elaborated by ABEAR.122 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.123-124 IBGE, Produto Interno Bruto dos municípios 2010-2013.125 ANAC, Base de dados estatísticos do transporte aéreo.126 ANAC, Base de dados estatísticos do transporte aéreo; IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.127 IBGE, Produto Interno Bruto dos municípios 2010-2013.128 ANAC, Base de dados estatísticos do transporte aéreo.129 MDIC, Alice Web. Elaborated by ABEAR.130 ANAC, Base de dados estatísticos do transporte aéreo.131 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.132 IBGE, [email protected] IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.135 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.136 SAC, O Brasil que voa (executive report).137-138 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.139 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.140-141 IBGE, [email protected] IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.144 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.145-146 ANAC, Base de dados estatísticos do transporte aéreo.147 MDIC, Alice Web. Elaborated by ABEAR.148 FIEP, Sistema Indústria, “Exportações na Paraíba crescem em 27%”.149 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.150 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.151-152 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.153 ABEAR, Panorama 2015.154 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.155 ABEAR, Panorama 2015.156-158 ANAC, Base de dados estatísticos do transporte aéreo.159 ANTAQ, Anuário estatístico aquaviário 2015. Elaborated by ABEAR.160 MDIC, Alice Web.161 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.162-164 IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.165-166 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.167 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report).168-169 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.

170 MDIC, Alice Web. Elaborated by ABEAR.171 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.172 IBGE, [email protected] IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.174 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.175 IBGE, [email protected] MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.177-180 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.181 MDIC, Alice Web. Elaborated by ABEAR.182 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.183-184 IBGE, Produto Interno Bruto dos municípios 2010-2013.185 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.186 CIA, The World Fact Book.187 IBGE, Produto Interno Bruto dos municípios 2010-2013.188 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.189 MTur, Anuário estatístico de turismo – 2016, v. 43, base year 2015.190-191 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.192 MDIC, Alice Web. Elaborated by ABEAR.193 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.194 IBGE, [email protected] IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.196 ANAC, Base de dados estatísticos do transporte aéreo; MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.197-200 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR. 201 MDIC, Alice Web.202 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.203-204 IBGE, Produto Interno Bruto dos municípios 2010-2013.205 ANAC, Base de dados estatísticos do transporte aéreo.206 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.207 ANTAQ, Boletim portuário – terceiro trimestre de 2014.208 DOT - Bureau of Transportation Statistics, TranStats.209 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.210 MDIC, Alice Web. Elaborated by ABEAR.211 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.212 IBGE, [email protected] IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.214-215 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.216-217 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.218 MDIC, Alice Web. Elaborated by ABEAR.

219 Governo do Estado de Rondônia, Portal do Governo do Estado de Rondônia.220 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.221-222 IBGE, [email protected] IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.224 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.225-226 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.227 IBGE, Produto Interno Bruto dos municípios 2010-2013; MDIC, Alice Web. Elaborated by ABEAR.228 MDIC, Alice Web. Elaborated by ABEAR.229 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.230 IBGE, Produto Interno Bruto dos municípios 2010-2013.231 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report).232 MTur, Anuário estatístico de turismo – 2016, v. 43, base year 2015.233-234 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR. 235 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.236 IBGE, Produto Interno Bruto dos municípios 2010-2013.237-238 ANAC, Base de dados estatísticos do transporte aéreo.239 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.240 ABEAR, Panorama 2015.241 MDIC, Alice Web. Elaborated by ABEAR.242 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report).243 MTur, Estudo da demanda turística internacional 2011-2015.244 Elaborated by ABEAR.245 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.246 IBGE, [email protected] IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.249 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.250-251 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.252-253 MDIC, Alice Web; IBGE, Estados@. Elaborated by ABEAR.254 IBGE, Estados@; Produto Interno Bruto dos municípios 2010-2013; ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.255 IBGE, [email protected] IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.258 Governo do Estado do Tocantins, Portal Tocantins - Indústria.259 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report). Elaborated by ABEAR.260 MTur, Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report); ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.261 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.262 IBGE, Produto Interno Bruto dos municípios 2010-2013. Elaborated by ABEAR.263-264 ANAC, Base de dados estatísticos do transporte aéreo. Elaborated by ABEAR.



REFERENCES

GOVERNO DO ESTADO DO ACRE (GOVERNMENT OF THE STATE OF ACRE)

Portal do Governo do Acre, available at: www.ac.gov.br [accessed 21 September 2016].

GOVERNO DO ESTADO DO TOCANTINS (GOVERNMENT OF THE STATE OF TOCANTINS)

Portal Tocantins - Indústria, available at: www.to.gov.br/invista-no-tocantins/industria [accessed 27 September 2016].

INSTITUTO BRASILEIRO DE GEOGRAFIA E ESTATÍSTICA (IBGE – BRAZILIAN INSTITUTE OF GEOGRAPHY AND STATISTICS)

Estados@, available at: www.ibge.gov.br/estadosat.Produto Interno Bruto dos municípios 2010-2013, available at: https://goo.gl/33XG24.

MINISTÉRIO DA INDÚSTRIA, COMÉRCIO EXTERIOR E SERVIÇOS (MDIC – MINISTRY OF INDUSTRY, FOREIGN TRADE AND SERVICES)

Alice Web, available at: http://aliceweb.mdic.gov.br.

MINISTÉRIO DO TURISMO (MTUR – MINISTRY OF TOURISM)Anuário estatístico de turismo – 2016, v. 43, base year 2015, available at: https://goo.gl/4DDbwj.Caracterização e dimensionamento do turismo doméstico no Brasil – 2010/2011 (executive report), available at: https://goo.gl/5lwruS.Estudo da demanda turística internacional 2011-2015, available at: https://goo.gl/N8Fi4N.

SECRETARIA DE AVIAÇÃO CIVIL (SAC – SECRETARY OF CIVIL AVIATION)

O Brasil que voa (executive report), available at: www.aviacao.gov.br/obrasilquevoa.

UNITED STATES CENSUS BUREAUAmerican Fact Finder, available at: https://goo.gl/yEiz4E [accessed 03 October 2016].

UNITED STATES DEPARTMENT OF TRANSPORTATION (DOT) - BUREAU OF TRANSPORTATION STATISTICS (BTS)

TranStats, available at: https://goo.gl/sPMfYX.

AGÊNCIA NACIONAL DE AVIAÇÃO CIVIL (ANAC – NATIONAL CIVIL AVIATION AGENCY)

Base de dados estatísticos do transporte aéreo, available at: https://goo.gl/oXidIw.

AGÊNCIA NACIONAL DOS TRANSPORTES AQUAVIÁRIOS (ANTAQ – NATIONAL AGENCY FOR WATERWAY TRANSPORTATION)

Anuário estatístico aquaviário 2015, available at: www.antaq.gov.br.Boletim Portuário – 3º trimestre/2014, available at: www.antaq.gov.br.

ASSOCIAÇÃO BRASILEIRA DAS EMPRESAS AÉREAS (ABEAR – THE BRAZILIAN AIRLINES ASSOCIATION)

Panorama 2015, available at: https://goo.gl/F6cet2.

CENTRAL INTELLIGENCE AGENCY (CIA)The World Fact Book, available at: https://goo.gl/qjJhJU [accessed 03 October 2016].

CONFEDERAÇÃO NACIONAL DOS TRANSPORTES (CNT – NATIONAL CONFEDERATION OF TRANSPORT)

Pesquisa CNT de rodovias 2015, available at: https://goo.gl/t3DLZ6.

FEDERAÇÃO DAS INDÚSTRIAS DA PARAÍBA (FIEP – FEDERATION OF THE INDUSTRIES OF PARAÍBA)

Sistema Indústria – Notícias, “Exportações na Paraíba crescem em 27%”, available at: https://goo.gl/cFk6yr [accessed 23 September 2016].

FEDERAÇÃO DAS INDÚSTRIAS DO ESTADO DA BAHIA (FIEB – FEDERATION OF THE INDUSTRIES OF THE STATE OF BAHIA)

Sistema FIEB – Notícias, “Indústria de transformação da Bahia registrou retração de 6,4% em abril”, available at: https://goo.gl/WKtcGJ [accessed 24 August 2016].

GOVERNO DO ESTADO DE RONDÔNIA (GOVERNMENT OF THE STATE OF RONDÔNIA)

Portal do Governo do Estado de Rondônia, available at: www.rondonia.ro.gov.br [accessed 30 September 2016].

ACKNOWLEDGEMENTS

This publication was prepared by ABEAR, in collaboration with GO Associados and the support

of the following organizations and businesses:

ATAGwww.atag.org

BH Airportwww.bh-airport.com

IATAwww.iata.org

RIOgaleãowww.riogaleao.com

www.abear.com.br

benefits of air transport - abear

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