Search results

The concept of hinterland is changing with a globalized economy, new needs between airports, stakeholders and the tourist destination challenge new dimensions of operation in the territory. Identifying new factors and actors in the influence zone of the hinterland will allow us to stage the importance of airports in the regional economy and the positive effects derived from these. The aim of this paper is to analyse the hinterland of Málaga Costa del Sol airport and its territorial and economic dimensions. Moreover, to provide an updated and clearer definition of hinterland, assuming future implications for airport operators, management of tourist destination by destination marketing organizations and scholars and practitioners interested in this topic. The results revealed that Málaga’s airport is modifying the hinterland of airport and its area of influence in economic and urban development terms.

Lessons are drawn from the experience of the logistics hub at Amsterdam's Schiphol Airport for Korea s Inc he on International Airport. After providing an overview of the air cargo market the key factors underpinning the success of air cargo hubs are outlined. Examples are provided of Schiphol's multi-level strategy that aims at being simultaneously an air transport hub, a multimodal hub, and a logistics hub as a part of the airport city strategy. Consideration needs to be given to how the successful development of an air transport hub depends on the capacity problems at other competing air traffic nodes in the region. With this background, interest is centered upon the prospects of the Incheon International Airport becoming a cargo hub for Japan.

Busan (Pusan), Korea’s second largest city (population 3.6 million) and fifth busiest port in the world, is experiencing rapidly increasing trade, global connections, events, and resulting infrastructural projects. What should Busan do to better handle the social, political, and economic complexities brought by these changes?

To answer this question, this paper explores the relationship of globalization and culture, as treated by cultural anthropology. It also considers how the tools of applied social science and anthropology can be mobilized to help Busan and the southeast region of Korea deal with these challenges.

After introducing anthropological treatments of culture, globalization and global problems, I discuss how applied social science/anthropology is used in international business/trade, tourism, and transport/logistics, especially the third area. To show how applied social science can help transportation and logistics projects in Busan and Korea, I present lessons from case studies and examples in Denver, Colorado Springs, Chuuk (Truk, South Pacific), and Korea.

Applied social science and applied anthropology present a wealth of helpful methods and insights to help Busan and Korea improve planning, public participation, political, social and environmental issues in transport and logistics projects, and to help prevent ethical and budgetary lapses. Finally, I offer suggestions for initial training programs and future studies to help expedite these goals.

This paper aims to answer the following question: Is PPP a financially viable alternative for the management of regional airports in Brazil?

The methodology is based on the case study of the innovative model of Zona da Mata Regional Airport management. It was used Value for Money as a method to compare this case with the conventional airport management alternative.

It was observed that, when compared to the airport management alternative through contracting third parties, the public–private partnership (PPP) provided a reduction of almost 70% of public spending on the management of this infrastructure. Besides the financial advantage, other benefits of this PPP contract were also observed.

The analyses carried out in this study are not exhaustive and can be improved and remade as the life cycle of the PPP contract studied is progressed.

It was concluded, from the results found, that PPP is an efficient alternative for the management of regional airports in Brazil, and the model can be replicated for similar airports.

When analyzing the results of this innovative project of managing a regional airport through a PPP, this work made it possible to measure the positive impacts of this alternative and demonstrate the potential of the PPP as an alternative for the management of other regional airports in Brazil.

Connecting autonomous drones to ground operations and services is a prerequisite for the adoption of scalable and sustainable drone services in the built environment. Despite the rapid advance in the field of autonomous drones, the development of ground infrastructure has received less attention. Contemporary airport design offers potential solutions for the infrastructure serving autonomous drone services. To that end, this paper aims to construct a framework for connecting air and ground operations for autonomous drone services. Furthermore, the paper defines the minimum facilities needed to support unmanned aerial vehicles for autonomous logistics and the collection of aerial data.

The paper reviews the state-of-the-art in airport design literature as the basis for analysing the guidelines of manned aviation applicable to the development of ground infrastructure for autonomous drone services. Socio-technical system analysis was used for identifying the service needs of drones.

The key findings are functional modularity based on the principles of airport design applies to micro-airports and modular service functions can be connected efficiently with an autonomous ground handling system in a sustainable manner addressing the concerns on maintenance, reliability and lifecycle.

As the study was limited to the airport design literature findings, the evolution of solutions may provide features supporting deviating approaches. The role of autonomy and cloud-based service processes are quintessentially different from the conventional airport design and are likely to impact real-life solutions as the area of future research.

The findings of this study provided a framework for establishing the connection between the airside and the landside for the operations of autonomous aerial services. The lack of such framework and ground infrastructure has hindered the large-scale adoption and easy-to-use solutions for sustainable logistics and aerial data collection for decision-making in the built environment.

The evolution of future autonomous aerial services should be accessible to all users, “democratising” the use of drones. The data collected by drones should comply with the privacy-preserving use of the data. The proposed ground infrastructure can contribute to offloading, storing and handling aerial data to support drone services’ acceptability.

To the best of the authors’ knowledge, the paper describes the first design framework for creating a design concept for a modular and autonomous micro-airport system for unmanned aviation based on the applied functions of full-size conventional airports.

The Spanish airport system contains several regional airports within an amenity distance and alternative travel modes. Profitable airports cross-subsidise small airports, which are not required for regional development or connectivity. Airports are government-owned and centralised-managed by Spanish Airports and Air Navigation (AENA, for its Spanish acronym). This study aims to analyse the probability of an under-used public infrastructure and the AENA’s managerial ability as per the financial sustainability of the network in the long term.

The national regulatory framework determines the airports’ environment. Six airports revealed unobserved heterogeneity, avoiding model misspecification. The framework is defined through proxies of the singularities of the Spanish framework: public investments and geographical specifications. The stochastic frontier analysis model follows two time-varying specifications, accounting for airports’ environmental factors, to ensure the robustness of the results to differ from the inefficiency caused by AENA and external factors.

Airports’ infrastructure capacity and traffic are not correlated; regional airports become a financial burden for the system unless they specialise or differentiate. Proxies defining the airports’ context are relevant. Because airports do not compete for airlines and passengers, there are too many regional airports with little traffic, resulting in disused public infrastructure that falls far short of improving connectivity and regional development.

This study contributes to paying attention to the characteristics of the regulatory framework, such as management strongly centralised in AENA, airport charges decided by the owner, lack of competition and lack of an independent regulatory entity. Another original contribution considers reliable capital measures (airports’ infrastructure).

In concert with an ambitious national agenda that emphasizes free trade and globalization, lncheon Metropolitan City is taking the first steps toward reinventing itself to become a twenty-first century “Pentaport” with integrated Seaport, Airport, Technoport, Business Port, and Leisure Port components. The lncheon Pentaport transformation-projected to be complete by 2020-will entail significant industrial, sociological, and institutional modification. Leisure Port objectives can be achieved through responsible planning attuned to the ideal of sustainable development and by empirical studies of lncheon tourism and leisure dynamics. International benchmarks of leisure port success are found in Sydney, Australia; Vancouver, Canada; and San Diego, USA, among seven other cosmopolitan cities. Growth estimations for coastal ferry passengers; beach use; recreational vessels and yachts in the lncheon region are encouraging. lncheon Leisure Port development of ten amenity destinations will require equal and multidisciplinary attention to questions of tourism design and tourism impacts. Important issues will concern environmental quality, clean shipping practices, the proper balance of modem and traditional amenities and attractions, trade-offs of cultural homogeneity and cultural diversity, and creative destination branding and marketing, among others.

This study explores the characteristics of high-speed rail (HSR) and air transportation networks in China based on the weighted complex network approach. Previous related studies have largely implemented unweighted (binary) network analysis, or have constructed a weighted network, limited by unweighted centrality measures. This study applies weighted centrality measures (mean association [MA], triangle betweenness centrality [TBC], and weighted harmonic centrality [WHC]) to represent traffic dynamics in HSR and air transportation weighted networks, where nodes represent cities and links represent passenger traffic. The spatial distribution of centrality results is visualized by using ArcGIS 10.2. Moreover, we analyze the network robustness of HSR, air transportation, and multimodal networks by measuring weighted efficiency (WE) subjected to the highest weighted centrality node attacks. In the HSR network, centrality results show that cities with a higher MA are concentrated in the Yangtze River Delta and the Pearl River Delta; cities with a higher TBC are mostly provincial capitals or regional centers; and cities with a higher WHC are grouped in eastern and central regions. Furthermore, spatial differentiation of centrality results is found between HSR and air transportation networks. There is a little bit of difference in eastern cities; cities in the central region have complementary roles in HSR and air transportation networks, but air transport is still dominant in western cities. The robustness analysis results show that the multimodal network, which includes both airports and high-speed rail stations, has the best connectivity and shows robustness.

The global economy and air transport business have been negatively affected owing to the COVID-19 pandemic outbreak. As countries tighten restrictions on international movements, the growing emphasis on air cargo places pressure on airports to maintain and upgrade their cargo policies, facilities and operations. Hence, ensuring the competitiveness of cargo airports is pivotal for their survival under volatile global demand. This study aims to evaluate the importance of competitiveness factors for cargo airports and identify areas for further improvement.

This study applies the Best-Worst Method (BWM) to assess the cargo airports' competitiveness factors.

The results identified “Transport Capacity” as the most significant competitiveness factor, implying that airport connectivity is crucial in promoting cargo transportation at hub airports. This result was followed by “Airport Operations' and Facilities' Capacity” and “Economic Growth.”. Additionally, the results identified Hong Kong International Airport as the best-performing cargo airport, followed by Aéroport de Paris-Charles de Gaulle and Incheon International Airport, respectively. Furthermore, both selected European airports are the most competitive airports in terms of “Financial Performance” and appear to be aware of the significance of their brand value.

This study forms a reference framework for evaluating cargo airports’ competitive positions, which may help identify airports’ relative strengths and weaknesses. Moreover, this framework can also serve as a tool to facilitate the strategic design of airports that can accommodate air cargo demand flexibly under demand uncertainty.

New economic geography theorists, who have revived the importance of local roots and highlighted the significance of cities as a source of international competitiveness, have spurred the global marketing of Incheon. An examination of the new economic geography literature examines the nature of the new localism based on clusters, involving spatial proximity and concentrated face-to-face transaction, agglomeration economies and local knowledge networks. The territorial expression of these ideas is evident in competitive cities and knowledge cities. Both types of cities are embodied in civic attempts to market Incheon as an international city through the development of the international harbor and international airport and a knowledge city at Songdo. As there is no reference to Incheon in the place marketing literature there is a need to market it as Seoul-Incheon and itemize the Capital Region 's key assets and strategic advantages, including logistics and Pentaport - five ports in one - to build a presentation that attracts foreign direct investment and foreign expertise and provokes an energizing debate on the Korean Government's plan to position the country as the hub for international commerce in Northeast Asia. Critics of this place marketing approach designed to make Incheo'} a prosperously middle-class city suggest more evidence is needed before it can be assumed firms locate in cities as a base for export activities to boost their competitiveness. Perhaps there is need to give up the preoccupation with the local focus in cluster analysis and give equal attention to global connections.