Benefits of Air Transport - ABEAR
Transcript of 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
Benefits of Air Transport
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
Benefits of Air Transport
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.
9The Brazilian Airlines Association
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
10 The Brazilian Airlines Association
Benefits of Air Transport
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
11The Brazilian Airlines Association
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
12 The Brazilian Airlines Association
Benefits of Air Transport
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.
13The Brazilian Airlines Association
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
Benefits of Air Transport
The impact of aviation on the economy
Ph
oto
: Ace
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BH
Air
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rt
The Brazilian Airlines Association
1 6 .
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
16 The Brazilian Airlines Association
Benefits of Air Transport
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
17The Brazilian Airlines Association
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
18 The Brazilian Airlines Association
Benefits of Air Transport
164,123
GENERAL DATA11
Estimated population
State abbreviation and capital
803,513
AC - Rio Branco
Area (km2)
Population density (pop/km²)
4.90Number of municipalities
22Output (R$ million)
Output per capita (R$)
17,300
21,530
% of Brazilian output
% of Brazilian output per capita
0.17
43.99
Penetration of domestic air transport (flights per capita per annum)
0.28Total passengers
Total cargo (kg)
Airports with commercial flights
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
19The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.7%
Tourism output by air travel
(catalyzed industry)
1.6%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
20 The Brazilian Airlines Association
Benefits of Air Transport
27,774
Estimated population
3,340,932
120.29Number of municipalities
102Output (R$ million)
Output per capita (R$)
61,200
18,318
% of Brazilian output
% of Brazilian output per capita
0.61
37.43
Penetration of domestic air transport (flights per capita per annum)
0.29Total passengers
Total cargo (kg)
Airports with commercial flights
961,062
457,114
1
% of national total of passengers
% of the national total of cargo
% of national total of domestic passengers
% of the national total of domestic cargo
% of national total of international passengers
% of the national total of international cargo
0.90
0.07
1.00
0.13
0.01
0.00
INDUSTRY DATA22
Alagoas has a population density of 120
inhabitants per square kilometer23, which
is considered high for the national average.
In comparing the participation of every
sector of the Alagoas economy with the
national profile, agriculture and livestock
production (10%) and government services
(28%) stand out. In contrast, industrial
production (18%) and private services
(44%) are proportionally lower. Total state
output per capita is well below the national
average (one of the lowest among the
states)24. These indicators are typical of a
quite modest economy.
The market penetration of the do-
mestic air transport of passengers
(0.2925 passengers transported per in-
habitant), however, is higher than the
Alagoas economic characteristics would
lead one to expect.
The state is predominantly a tourism
destination, accounting for 2.3% of the
movement among states (in all modes of
transport). The outbound tourism flow
(1.4% of the country’s total26) is relatively
high, since the state represents only 0.61%
of Brazilian output27.
The size of aircraft used on f lights
operated in Alagoas, as well as the corre-
sponding passenger load factors, indi-
cate the predominance of leisure tourism
as motivation for the travel. On average,
the aircraft that took off from Alagoas in
2015 had 158 seats, while in Brazil as a
whole the figure was 140 seats28. The
load factor of f lights departing from that
AlagoasAir transport generates 42,700 jobs and R$ 2.2 billion in output in the state
Area (km2)
Population density (pop/km²)
GENERAL DATA22
State abbreviation and capital
AL - Maceió
21The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
1.4%
Tourism output by air travel
(catalyzed industry)
2.2%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
22 The Brazilian Airlines Association
Benefits of Air Transport
GENERAL DATA31
State abbreviation and capital
AP - Macapá
142,828
Estimated population
766,679
5.37Number of municipalities
16Output (R$ million)
Output per capita (R$)
18,200
23,739
% of Brazilian output
% of Brazilian output per capita
0.18
48.50
Penetration of domestic air transport (flights per capita per annum)
0.42Total passengers
Total cargo (kg)
Airports with commercial flights
324,735
396,716
1
% 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
0.30
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)
Population density (pop/km²)
23The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.5%
Tourism output by air travel
(catalyzed industry)
2.7%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
24 The Brazilian Airlines Association
Benefits of Air Transport
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
Estimated population
3,938,336
2.53Number of municipalities
62Output (R$ million)
Output per capita (R$)
186,000
47,228
% of Brazilian output
% of Brazilian output per capita
1.86
96.50
Penetration of domestic air transport (flights per capita per annum)
0.43Total passengers
Total cargo (kg)
Airports with commercial flights
1,789,752
43,346,992
17
% of national total of passengers
% of the national total of cargo
% of national total of domestic passengers
% of the national total of domestic cargo
% of national total of international passengers
% of the national total of international cargo
1.68
6.82
1.76
11.30
0.99
1.08
INDUSTRY DATA42
Air transport generates 75,300 jobs and R$ 4.6 billion in output in the state
AmazonasArea (km2)
Population density (pop/km²)
GENERAL DATA42
State abbreviation and capital
AM - Manaus
25
Amazonas
The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
1.3%
Tourism output by air travel
(catalyzed industry)
1.1%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
26 The Brazilian Airlines Association
Benefits of Air Transport
564,733
Estimated population
15,203,934
26.92Number of municipalities
417Output (R$ million)
Output per capita (R$)
432,300
28,433
% of Brazilian output
% of Brazilian output per capita
4.32
58.10
Penetration of domestic air transport (flights per capita per annum)
0.37Total passengers
Total cargo (kg)
Airports with commercial flights
5,781,403
16,008,250
11
% 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
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)
Population density (pop/km²)
GENERAL DATA52
State abbreviation and capital
BA - Salvador
27The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
1.1%
Tourism output by air travel
(catalyzed industry)
2.2%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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-
rect impact, induced impact and on cata-
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
28 The Brazilian Airlines Association
Benefits of Air Transport
148,886
Estimated population
8,904,459
59.81Number of municipalities
184Output (R$ million)
Output per capita (R$)
181,300
20,361
% of Brazilian output
% of Brazilian output per capita
1.81
41.60
Penetration of domestic air transport (flights per capita per annum)
0.36Total passengers
Total cargo (kg)
Airports with commercial flights
3,315,142
24,116,488
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
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)
Population density (pop/km²)
GENERAL DATA62
State abbreviation and capital
CE - Fortaleza
29The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
2.1%
Tourism output by air travel
(catalyzed industry)
3.5%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
30 The Brazilian Airlines Association
Benefits of Air Transport
5,780
Estimated population
2,914,830
504.30Number of municipalities
1Output (R$ million)
Output per capita (R$)
280,400
96,198
% of Brazilian output
% of Brazilian output per capita
2.80
196.56
Penetration of domestic air transport (flights per capita per annum)
3.19Total passengers
Total cargo (kg)
Airports with commercial flights
9,663,274
36,356,504
1
% 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
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)
Population density (pop/km²)
GENERAL DATA70
State abbreviation and capital
DF - Brasília
31The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
2.4%
Tourism output by air travel
(catalyzed industry)
8.6%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
32 The Brazilian Airlines Association
Benefits of Air Transport
46,089
Estimated population
3,929,911
85.25Number of municipalities
78Output (R$ million)
Output per capita (R$)
198,900
50,612
% of Brazilian output
% of Brazilian output per capita
1.99
103.41
Penetration of domestic air transport (flights per capita per annum)
0.43Total passengers
Total cargo (kg)
Airports with commercial flights
1,698,251
7,947,172
1
% 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
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)
Population density (pop/km²)
GENERAL DATA76
State abbreviation and capital
ES - Vitória
33The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.4%
Tourism output by air travel
(catalyzed industry)
1.4%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
34 The Brazilian Airlines Association
Benefits of Air Transport
340,111
Estimated population
6,610,681
19.44Number of municipalities
246Output (R$ million)
Output per capita (R$)
289,200
43,747
% of Brazilian output
% of Brazilian output per capita
2.89
89.39
Penetration of domestic air transport (flights per capita per annum)
0.25Total passengers
Total cargo (kg)
Airports with commercial flights
1,656,898
3,589,590
3
% 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
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)
Population density (pop/km²)
GENERAL DATA87
State abbreviation and capital
GO - Goiânia
35The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.2%
Tourism output by air travel
(catalyzed industry)
1.0%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
36 The Brazilian Airlines Association
Benefits of Air Transport
331,936
Estimated population
6,904,241
20.80Number of municipalities
217Output (R$ million)
Output per capita (R$)
111,900
16,207
% of Brazilian output
% of Brazilian output per capita
1.12
33.12
Penetration of domestic air transport (flights per capita per annum)
0.14Total passengers
Total cargo (kg)
Airports with commercial flights
996,490
2,830,790
3
% 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
0.93
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)
Population density (pop/km²)
GENERAL DATA95
State abbreviation and capital
MA - São Luís
37The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
1.1%
Tourism output by air travel
(catalyzed industry)
1.3%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
payment of R$ 494 million in wages and
R$ 215 million in taxes.
Aviation direct
Aviation direct
PARTICIPATION
OF THE AIRLINE
INDUSTRY IN THE
STATE ECONOMY
38 The Brazilian Airlines Association
Benefits of Air Transport
903,378
Estimated population
3,265,486
3.61Number of municipalities
141Output (R$ million)
Output per capita (R$)
190,700
58,399
% of Brazilian output
% of Brazilian output per capita
1.91
119.32
Penetration of domestic air transport (flights per capita per annum)
0.55Total passengers
Total cargo (kg)
Airports with commercial flights
1,808,359
5,378,023
4
% 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
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)
Population density (pop/km²)
GENERAL DATA103
State abbreviation and capital
MT - Cuiabá
39The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.7%
Tourism output by air travel
(catalyzed industry)
1.1%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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,
indirect impact, induced impact and on
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
40 The Brazilian Airlines Association
Benefits of Air Transport
357,145
Estimated population
2,651,235
7.42Number of municipalities
79Output (R$ million)
Output per capita (R$)
134,100
50,580
% of Brazilian output
% of Brazilian output per capita
1.34
103.35
Penetration of domestic air transport (flights per capita per annum)
0.34Total passengers
Total cargo (kg)
Airports with commercial flights
890,290
1,617,436
5
% 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
0.83
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)
Population density (pop/km²)
GENERAL DATA113
State abbreviation and capital
MS - Campo Grande
41The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.4%
Tourism output by air travel
(catalyzed industry)
1.3%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
42 The Brazilian Airlines Association
Benefits of Air Transport
586,519
Estimated population
20,869,101
35.58Number of municipalities
853Output (R$ million)
Output per capita (R$)
929,800
44,554
% of Brazilian output
% of Brazilian output per capita
9.29
91.04
Penetration of domestic air transport (flights per capita per annum)
0.31Total passengers
Total cargo (kg)
Airports with commercial flights
6,648,335
11,084,870
12
% 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
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)
Population density (pop/km²)
GENERAL DATA122
State abbreviation and capital
MG - Belo Horizonte
43The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.4%
Tourism output by air travel
(catalyzed industry)
1.2%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
44 The Brazilian Airlines Association
Benefits of Air Transport
1,247,954
Estimated population
8,175,113
6.55Number of municipalities
144Output (R$ million)
Output per capita (R$)
195,900
23,963
% of Brazilian output
% of Brazilian output per capita
1.96
48.96
Penetration of domestic air transport (flights per capita per annum)
0.31Total passengers
Total cargo (kg)
Airports with commercial flights
2,615,970
15,478,270
12
% 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
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)
Population density (pop/km²)
GENERAL DATA131
State abbreviation and capital
PA - Belém
45The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
1.1%
Tourism output by air travel
(catalyzed industry)
1.7%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
payment of R$ 903 million in wages and
nearly R$ 390 million in taxes.
Aviation direct
Aviation direct
PARTICIPATION
OF THE AIRLINE
INDUSTRY IN THE
STATE ECONOMY
46 The Brazilian Airlines Association
Benefits of Air Transport
56,469
Estimated population
3,972,202
70.34Number of municipalities
223Output (R$ million)
Output per capita (R$)
71,500
18,000
% of Brazilian output
% of Brazilian output per capita
0.71
36.78
Penetration of domestic air transport (flights per capita per annum)
0.19Total passengers
Total cargo (kg)
Airports with commercial flights
768,292
857,399
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
0.72
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)
Population density (pop/km²)
GENERAL DATA139
State abbreviation and capital
PB - João Pessoa
47The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.9%
Tourism output by air travel
(catalyzed industry)
1.9%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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,
induced impact and on catalyzed indus-
try) in the output of Paraíba was 2.8%
(R$ 2 billion). Aviation in the state gen-
erated almost 42,000 jobs, with the
payment of R$ 375 million in wages and
R$ 158 million in taxes.
Aviation direct
Aviation direct
PARTICIPATION
OF THE AIRLINE
INDUSTRY IN THE
STATE ECONOMY
48 The Brazilian Airlines Association
Benefits of Air Transport
Estimated population
56.01Number of municipalities
399Output (R$ million)
Output per capita (R$)
% of Brazilian output
% of Brazilian output per capita
6.75
123.68
Penetration of domestic air transport (flights per capita per annum)
0.49Total passengers
Total cargo (kg)
Airports with commercial flights
199,307
11,163,018
675,700
60,530
5,598,169
11,887,562
6
% 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
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)
Population density (pop/km²)
GENERAL DATA149
State abbreviation and capital
PR - Curitiba
49The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.4%
Tourism output by air travel
(catalyzed industry)
1.3%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
50 The Brazilian Airlines Association
Benefits of Air Transport
98,149
Estimated population
9,345,173
95.21Number of municipalities
185Output (R$ million)
Output per capita (R$)
235,100
25,157
% of Brazilian output
% of Brazilian output per capita
2.35
51.40
Penetration of domestic air transport (flights per capita per annum)
0.39Total passengers
Total cargo (kg)
Airports with commercial flights
3,765,398
24,063,022
3
% 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
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)
Population density (pop/km²)
GENERAL DATA161
State abbreviation and capital
PE - Recife
51The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
1.7%
Tourism output by air travel
(catalyzed industry)
2.8%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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,
indirect impact, induced impact and on
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
52 The Brazilian Airlines Association
Benefits of Air Transport
251,611
Estimated population
3,204,028
12.73Number of municipalities
224Output (R$ million)
Output per capita (R$)
49,700
15,512
% of Brazilian output
% of Brazilian output per capita
0.50
31.69
Penetration of domestic air transport (flights per capita per annum)
0.18Total passengers
Total cargo (kg)
Airports with commercial flights
586,178
797,855
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
0.55
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)
Population density (pop/km²)
GENERAL DATA171
State abbreviation and capital
PI - Teresina
53The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.8%
Tourism output by air travel
(catalyzed industry)
1.8%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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,
indirect impact, induced impact and on
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
54 The Brazilian Airlines Association
Benefits of Air Transport
43,778
Estimated population
16,550,024
378.04Number of municipalities
92Output (R$ million)
Output per capita (R$)
1,095,100
66,169
% of Brazilian output
% of Brazilian output per capita
10.94
135.20
Penetration of domestic air transport (flights per capita per annum)
0.67Total passengers
Total cargo (kg)
Airports with commercial flights
13,016,057
50,787,710
5
% 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
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)
Population density (pop/km²)
GENERAL DATA182
State abbreviation and capital
RJ - Rio de Janeiro
55The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
1.6%
Tourism output by air travel
(catalyzed industry)
2.6%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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,
induced impact and on catalyzed indus-
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
56 The Brazilian Airlines Association
Benefits of Air Transport
52,811
Estimated population
3,442,175
65.18Number of municipalities
167Output (R$ million)
Output per capita (R$)
87,300
25,362
% of Brazilian output
% of Brazilian output per capita
0.87
51.82
Penetration of domestic air transport (flights per capita per annum)
0.36Total passengers
Total cargo (kg)
Airports with commercial flights
1,270,337
6,895,779
1
% 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
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)
Population density (pop/km²)
GENERAL DATA193
State abbreviation and capital
RN - Natal
57The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
1.5%
Tourism output by air travel
(catalyzed industry)
2.4%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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,
indirect impact, induced impact and on
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
58 The Brazilian Airlines Association
Benefits of Air Transport
281,731
Estimated population
11,247,972
39.92Number of municipalities
497Output (R$ million)
Output per capita (R$)
686,600
61,042
% of Brazilian output
% of Brazilian output per capita
6.86
124.72
Penetration of domestic air transport (flights per capita per annum)
0.36Total passengers
Total cargo (kg)
Airports with commercial flights
4,251,433
12,668,623
6
% 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
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)
Population density (pop/km²)
GENERAL DATA202
State abbreviation and capital
RS - Porto Alegre
59The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.4%
Tourism output by air travel
(catalyzed industry)
1.0%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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-
rect impact, induced impact and on cata-
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
60 The Brazilian Airlines Association
Benefits of Air Transport
237,590
Estimated population
1,768,204
7.44Number of municipalities
52Output (R$ million)
Output per capita (R$)
54,200
30,653
% of Brazilian output
% of Brazilian output per capita
0.54
62.63
Penetration of domestic air transport (flights per capita per annum)
0.30Total passengers
Total cargo (kg)
Airports with commercial flights
535,351
1,825,284
4
% 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
0.50
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)
Population density (pop/km²)
GENERAL DATA211
State abbreviation and capital
RO - Porto Velho
61The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.8%
Tourism output by air travel
(catalyzed industry)
1.2%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
62 The Brazilian Airlines Association
Benefits of Air Transport
224,303
Estimated population
505,665
2.25Number of municipalities
15Output (R$ million)
Output per capita (R$)
13,100
25,906
% of Brazilian output
% of Brazilian output per capita
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
Penetration of domestic air transport (flights per capita per annum)
0.33Total passengers
Total cargo (kg)
Airports with commercial flights
167,312
121,255
1
% 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
0.16
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)
Population density (pop/km²)
GENERAL DATA220
State abbreviation and capital
RR - Boa Vista
63The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.5%
Tourism output by air travel
(catalyzed industry)
1.1%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
64 The Brazilian Airlines Association
Benefits of Air Transport
95,734
Estimated population
6,819,190
71.23Number of municipalities
295Output (R$ million)
Output per capita (R$)
393,500
57,705
% of Brazilian output
% of Brazilian output per capita
3.93
117.91
Penetration of domestic air transport (flights per capita per annum)
0.43Total passengers
Total cargo (kg)
Airports with commercial flights
3,002,236
4,320,934
6
% 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
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)
Population density (pop/km²)
GENERAL DATA229
State abbreviation and capital
SC - Florianópolis
65The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.3%
Tourism output by air travel
(catalyzed industry)
1.3%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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-
rect impact, induced impact and on cata-
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
66 The Brazilian Airlines Association
Benefits of Air Transport
248,222
Estimated population
44,396,484
178.86Number of municipalities
645Output (R$ million)
Output per capita (R$)
3,320,200
74,785
% of Brazilian output
% of Brazilian output per capita
33.18
152.81
Penetration of domestic air transport (flights per capita per annum)
0.62Total passengers
Total cargo (kg)
Airports with commercial flights
34,384,293
350,878,631
12
% of national total of passengers
% of the national total of cargo
% of national total of domestic passengers
% of the national total of domestic cargo
% of national total of international passengers
% of the national total of international cargo
32.23
55.22
28.57
36.43
65.67
79.33
INDUSTRY DATA235With a high population density of al-
most 179 inhabitants per square kilometer,
and output equivalent to a third of all Bra-
zilian output236, the state of São Paulo has
the largest economy in the country. If it
were a separate country, São Paulo would
be the 24th largest economy in the world. As
a result, it meets the essential requirements
for the heavy presence and use of the air
transport industry.
The 34 million passenger boardings
on domestic and international flights in
2015 through the airports of São Paulo
correspond to 32% of all Brazilian air
travelers237. That same year, cargo trans-
ported on domestic and international
flights (351 million tons238) represented
55% of the total transported in Brazil.
As would be expected, the population
of São Paulo uses a high rate of air trans-
portation: there are 0.62 annual domestic
trips per inhabitant239. In global terms,
this places São Paulo on a similar level
with Spain (0.63, in 2014)240.
Air cargo transport in São Paulo is no
less important than passenger trans-
port. In 2015, of the state’s international
trade (sum of exports and imports), the
air transport mode moved 769,000 tons
of goods, with a value of US$ 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)
Population density (pop/km²)
GENERAL DATA235
State abbreviation and capital
SP - São Paulo
67The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
1.7%
Tourism output by air travel
(catalyzed industry)
1.9%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
68 The Brazilian Airlines Association
Benefits of Air Transport
21,918
Estimated population
2,242,937
102.33Number of municipalities
75Output (R$ million)
Output per capita (R$)
57,700
25,725
% of Brazilian output
% of Brazilian output per capita
0.58
52.56
Penetration of domestic air transport (flights per capita per annum)
0.28Total passengers
Total cargo (kg)
Airports with commercial flights
616,878
517,720
1
% 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
0.58
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)
Population density (pop/km²)
GENERAL DATA245
State abbreviation and capital
SE - Aracaju
69The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.8%
Tourism output by air travel
(catalyzed industry)
1.4%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
70 The Brazilian Airlines Association
Benefits of Air Transport
277,720
Estimated population
1,515,126
5.46Number of municipalities
139Output (R$ million)
Output per capita (R$)
39,200
25,872
% of Brazilian output
% of Brazilian output per capita
0.39
52.86
Penetration of domestic air transport (flights per capita per annum)
0.23Total passengers
Total cargo (kg)
Airports with commercial flights
355,176
832,715
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
0.33
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)
Population density (pop/km²)
GENERAL DATA254
State abbreviation and capital
TO - Palmas
71The Brazilian Airlines Association
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%
Air transport output
(direct impact + indirect
impact + induced impact)
0.3%
Tourism output by air travel
(catalyzed industry)
1.3%
Total output related
to air transport (direct impact
+ indirect impact + induced
impact + catalyzed industry)
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
72 The Brazilian Airlines Association
Benefits of Air Transport
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
73The Brazilian Airlines Association
Comparison charts
Brazil – Jobs
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.
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
74 The Brazilian Airlines Association
Benefits of Air Transport
Brazil – Wages
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 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
75The Brazilian Airlines Association
Brazil – Taxes
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 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
76 The Brazilian Airlines Association
Benefits of Air Transport
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
77The Brazilian Airlines Association
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.
78 The Brazilian Airlines Association
Benefits of Air Transport
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
www.abear.com.br