Ethiopia - Air transport, registered carrier departures worldwide

The value for Air transport, registered carrier departures worldwide in Ethiopia was 72,194 as of 2020. As the graph below shows, over the past 50 years this indicator reached a maximum value of 119,542 in 2019 and a minimum value of 8,100 in 1980.

Definition: Registered carrier departures worldwide are domestic takeoffs and takeoffs abroad of air carriers registered in the country.

Source: International Civil Aviation Organization, Civil Aviation Statistics of the World and ICAO staff estimates.

See also:

Year Value
1970 20,100
1971 20,600
1972 21,400
1973 21,600
1974 19,800
1975 16,300
1976 18,600
1977 12,300
1978 9,700
1979 8,300
1980 8,100
1981 12,000
1982 13,700
1983 14,800
1984 16,000
1985 21,600
1986 23,700
1987 24,400
1988 22,900
1989 23,600
1990 20,600
1991 20,000
1992 25,000
1993 24,200
1994 25,600
1995 26,200
1996 24,800
1997 28,100
1998 27,100
1999 24,900
2000 26,624
2001 28,128
2002 28,359
2003 27,204
2004 29,546
2005 30,961
2006 33,644
2007 37,528
2008 39,804
2009 44,154
2010 48,783
2011 57,728
2012 62,136
2013 68,131
2014 71,166
2015 83,940
2016 94,330
2017 99,263
2018 110,971
2019 119,542
2020 72,194

Development Relevance: Transport infrastructure - highways, railways, ports and waterways, and airports and air traffic control systems - and the services that flow from it are crucial to the activities of households, producers, and governments. Because performance indicators vary widely by transport mode and focus (whether physical infrastructure or the services flowing from that infrastructure), highly specialized and carefully specified indicators are required to measure a country's transport infrastructure. The air transport industry a vital engine of global socio-economic growth. It is of vital importance for economic development, creating direct and indirect employment, supporting tourism and local businesses, and stimulating foreign investment and international trade. Economic growth, technological change, market liberalization, the growth of low cost carriers, airport congestion, oil prices and other trends affect commercial aviation throughout the world.

Limitations and Exceptions: Countries submit air transport data to Civil Aviation Organization (ICAO) on the basis of standard instructions and definitions issued by ICAO. In many cases, however, the data include estimates by ICAO for nonreporting carriers. Where possible, these estimates are based on previous submissions supplemented by information published by the air carriers, such as flight schedules. The data cover the air traffic carried on scheduled services, but changes in air transport regulations in Europe have made it more difficult to classify traffic as scheduled or nonscheduled. Thus recent increases shown for some European countries may be due to changes in the classification of air traffic rather than actual growth. In the case of multinational air carriers owned by partner States, traffic within each partner State is shown separately as domestic and all other traffic as international. "Foreign" cabotage traffic (i.e. traffic carried between city-pairs in a State other than the one where the reporting carrier has its principal place of business) is shown as international traffic. A technical stop does not result in any flight stage being classified differently than would have been the case had the technical stop not been made. For countries with few air carriers or only one, the addition or discontinuation of a home-based air carrier may cause significant changes in air traffic. Data for transport sectors are not always internationally comparable. Unlike for demographic statistics, national income accounts, and international trade data, the collection of infrastructure data has not been "internationalized."

Statistical Concept and Methodology: The air transport data represent the total (international and domestic) scheduled traffic carried by the air carriers registered in a country. For statistical uses, departures are equal to the number of landings made or flight stages flown. A flight stage is the operation of an aircraft from take-off to its next landing. A flight stage is classified as either international or domestic. International flight stage is one or both terminals in the territory of a State, other than the State in which the air carrier has its principal place of business. Domestic flight stage is not classifiable as international. Domestic flight stages include all flight stages flown between points within the domestic boundaries of a State by an air carrier whose principal place of business is in that State. Flight stages between a State and territories belonging to it, as well as any flight stages between two such territories, should be classified as domestic. This applies even though a stage may cross international waters or over the territory of another State.

Aggregation method: Sum

Periodicity: Annual

Classification

Topic: Infrastructure Indicators

Sub-Topic: Transportation