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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.

Research carried out within the scope of the present new emerging optimum market to Greek regional airlines. This study (based on interconnected flight network) aims to provide an optimal alternative for flights to be carried out by small Greek airlines to Eskisehir Airport in Turkey. The airlines seek to sustainable demand base to improve themselves in a profitable way.

In this study, the analytical network process method was used. In the construction of network models, specific criteria have been considered, and the analysis has been accomplished as multi-criteria decision-making problem because of the relationship and interaction between them. A number of professionals with high knowledge of the Greek and Turkish aviation market were participated in the study.

Both Greek and Turkish experts think that the scenarios should include more airports (multi leg flights) to benefit from the increased traffic from all these destinations. Although, the model showed that more sustainable and effective routes are the simplest ones (single leg flights). Thus, the experts suggested the following five routes: Athens (ATH)-Antalya (AYT)-Eskisehir (AOE)-ATH; Heraklion (HER)-AOE-ATH; ATH-Istanbul (IST)-AOE-Thessaloniki (SKG); ATH-AOE-Cologne (CGN)-ATH and ATH-AOE-Izmir (ADB)-CGN-ATH. In addition, the experts pointed out the routes Eskisehir (AOE)-Brussel (BRU) and AOE-Cologne (CGN), as the passenger demand for them is high. These are considerable suggestions and should be examined by airlines’ managers, while aviation authorities should take these under consideration.

There are some factors that limit the potential extension of the small Greek regional airlines to Eskisehir airport. Istanbul’s Atatürk International Airport is the most used airport for international connected flight in Turkey, and the most airlines prefer this as a destination airport, although it has slots limitations and intense traffic. According to a previous project, sustainable flight network may include Istanbul and Izmir. Also, the bilateral agreement between Greece and Turkey according to Memorandum of Understanding between the Aeronautical Authorities of the Republic of Turkey and Hellenic Republic consists the main limitation of the traffic increase.

Connected flight network model suggestions developed in this research may provide contribution to airlines’ research and development activities. Also this kind of studies may contribute to the increase of the passengers’ traffic between the two countries with mutual benefits.

Based on the current study, with determined the grid network flights, new flights can be scheduled that are offering significant benefits. Also passengers will have the ability to travel to an attractive destination. In particular, the study may positively contribute to the further development of AOE and to the region around the city. On the other side, the Greek regional airlines can find an important market. Anadolu University’s entrepreneurship ability will be improved and also AOE’s business will be increased. This study will enforce the stronger links between both Greek [Hellenic (Greek) Civil Aviation Authority] and Turkish (General Directorate of Civil Aviation) aviation authorities. In addition, this study may contribute to the improvement of the economic relations between Greece and Turkey with mutual benefits.

It is thought that this research shows Greek and Turkish airports feasibility to cooperate providing benefits to passengers, airlines and the countries’ economies. The study includes current social, economic and cultural dynamics of the countries making significant contribution to academic literature. The capacity and demand analysis is useful for the management of the specific Greek carriers. Expert opinions are consulted over the course of taking strategic decisions. The analysis has been conducted, based on expert opinions and referred to for these pairwise comparisons. Airlines and airport managers based on the suggested methodology may examine potential flights, although more numerical data are necessary.

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.

This paper aims to provide an assessment of tourism promotion in tourist destinations and airports (TPTDs) and to organize and classify the literature on tourism promotion, with the aim of staging the importance of this topic and encouraging future research in the projection of tourism and marketing sectors.

The paper uses the Social Sciences Citation Index (SSCI) database to analyze the bibliometric in TPTDs topic from 2000 to 2021. Additionally, the paper also uses the visualization of similarities (VOS) viewer software to map graphically the bibliographic material. The graphical analysis uses bibliographic coupling, co-citation, citation and co-occurrence of keywords.

This study provides an amended new definition of tourism promotion, which is the efficient management of a destination’s resources and strategic plans by destination marketing organizations (DMOs) to adapt the tourism supply to market trends and will empower tourists to visit such destinations. Furthermore, results also show a new paradigm applied to TPTDs topic and classified in five first-order research streams. Digital and mobile marketing, infrastructure, branding, quality, accessibility and information factors about a specific destination which are mostly demanded by tourists are considered as an important means of promotion for the tourism industry.

The contribution of this study is important to identify new challenges and opportunities for researchers, DMOs, airport and airlines operators and stakeholders, as disentangling existing contradictions and applying new theoretical framework to make better future decisions by researchers and organizations to provide higher quality to new research in the context of the TPTDs.

This study aims to analyze the relationship between Málaga’s airport, air transport, companies and the local economy.

It is a bibliographic study, and it uses secondary data from Aeropuertos Españoles y Navegación Aérea, Instituto de Estadística y Cartografía de Andalucía, España Exportación e Inversiones, Instituto Nacional de Estadística and International Air Transport Association to support research results. The investigation has reviewed and collected data on the specific paradigm of research which discusses, investigates and evaluates the impact of the Málaga Costa del Sol airport and its regional context.

The results of this study suggest that Málaga Costa del Sol airport promotes an increase of the establishment of companies in the city and how this plays an important role in the tourist, air cargo and logistics development and Málaga local economy. This is a great opportunity for companies and Destination Marketing Organizations (DMOs) help add value to local products, bet on tourist quality and design customized products with high added value, as long as the pandemic lasts, and everyone is vaccinated.

The contribution of this study is double. To the best of the author’s knowledge, this study shows for the first time to Málaga Costa del Sol airport such as a multifunctional airfield (tourist-cargo-logistics-accessible) and not only as tourist airport. Second, this study shows the influence of Málaga airport in the establishment of large national and international companies in the city of Málaga and urban development. Furthermore, this paper contributes to the literature by presenting new evidence on the spatial spillover effects of airports on economic development in cities.

This paper explores the role which the public relations function can play in assisting organisations to manage their interface with the environment and, in particular, with their key stakeholders. The paper examines the conceptual arguments concerning the importance of the boundary‐spanning role of public relations practitioners and examines how this role was enacted at Manchester Airport, Britain's largest regional airport, during its prolonged campaign to win approval for the construction of a second runway on the airport site. Through analysis of this case study, the paper highlights how practitioner roles may vary according to the situational context, and explores the factors which may influence the extent to which the public relations function is able to contribute to the strategic management of an organisation's interaction with its environment.

The purpose of this paper is to develop a method for diagramming a base camp or space for emergency workers and a staging area to be used during sorting, storing, loading, and unloading of relief goods in a humanitarian logistics base airport.

A method is developed based on a synthesis of the relevant literature and current practices of airports. This provides a means for estimating the area required for each facility and visualizes the layout of the base through an adjacency diagram and a bubble diagram. The method is applied to the Shizuoka Airport in Japan as a case study.

The proposed method can be used to determine the approximate size and layout of a humanitarian logistics base in an airport based on the affected population and the number of emergency workers.

Airport operation regulations and mathematical models from architectural planning need to be reflected further.

The method provides potential operational improvements for policies and standards for airport operations and enables government officials and humanitarian logistics organizations to identify concerns in facilitating and managing constraints in existing airports.

This study addresses the detailed phases in a diagramming for a humanitarian logistics base airport by integrating an architectural approach and airport disaster management. The results highlight the importance of managing the flexible use of space to improve effective humanitarian logistics.

An important and challenging question for air transportation regulators and airport operators is the definition and specification of airport capacity. Annual capacity is used for long-term planning purposes as a degree of available service volume, but it poses several inefficiencies when measuring the true throughput of the system because of seasonal and daily variations of traffic. Instead, airport throughput is calculated or estimated for a short period of time, usually one hour. This brings about a mismatch: air traffic forecasts typically yield annual volumes, whereas capacity is measured on hourly figures. To manage the right balance between airport capacity and demand, annual traffic volumes must be converted into design hour volumes, so that they can be compared with the true throughput of the system. This comparison is a cornerstone in planning new airport infrastructures, as design-period parameters are important for airport planners in anticipating where and when congestion occurs. Although the design hour for airport traffic has historically had a number of definitions, it is necessary to improve the way air traffic design hours are selected. This study aims to provide an empirical analysis of airport capacity and demand, specifically focusing on insights related to air traffic design hours and the relationship between capacity and delay.

By reviewing the empirical relationships between hourly and annual air traffic volumes and between practical capacity and delay at 50 European airports during the period 2004–2021, this paper discusses the problem of defining a suitable peak hour for capacity evaluation purposes. The authors use information from several data sources, including EUROCONTROL, ACI and OAG. This study provides functional links between design hours and annual volumes for different airport clusters. Additionally, the authors appraise different daily traffic distribution patterns and their variation by hour of the day.

The clustering of airports with respect to their capacity, operational and traffic characteristics allows us to discover functional relationships between annual traffic and the percentage of traffic in the design hour. These relationships help the authors to propose empirical methods to derive expected traffic in design hours from annual volumes. The main conclusion is that the percentage of total annual traffic that is concentrated at the design hour maintains a predictable behavior through a “potential” adjustment with respect to the volume of annual traffic. Moreover, the authors provide an experimental link between capacity and delay so that peak hour figures can be related to factors that describe the quality of traffic operations.

The functional relationships between hourly and annual air traffic volumes and between capacity and delay, can be used to properly assess airport expansion projects or to optimize resource allocation tasks. This study offers new evidence on the nature of airport capacity and the dynamics of air traffic design hours and delay.

This paper evaluates and assesses the competitiveness of airports by analyzing the efficiency of those in Northeast Asia. This research implemented Data Envelopment Analysis (DEA) to compare the competitiveness of airport efficiency and Decision Making Unit (DMU), which was selected by the top ranking freight operations among the airports in this region. Due to the lack of previous research with regard to the competitiveness of hub concentrated airports in air cargo volume, the variables have been screened for selection through referential documents and records related to air freight. Finally, aviation freight experts assisted in the final selection of the relevant variables for this research. The result of the analysis show that the larger airports in Northeast Asia are positively correlated with higher efficiency. In contrast, inefficient airports have suffered from over capacity or insufficient input.

This paper aims to investigate business network activity patterns and how they change when actors experience tensions.

Four tensions, developed from previous literature, are considered in relation to how they influence activity patterns. A longitudinal case study focusing on the modernization of an international airport illustrates how tensions experienced by actors influence changes in activity patterns.

Results highlight that when tensions in relation to network position are experienced activity patterns are more likely to break and form new patterns. When multiple tensions are experienced within the same period, an old activity pattern is more likely to be broken and the new activity pattern develop.

Contributions in relation to interdependencies between activities heighten the impact of changes leading to the breaking of existing patterns, particularly the importance of coordination activities. These findings are context specific because activity patterns vary according to the industry.

Practical implications indicate that understanding network interdependences within the change process is important, particularly for co-ordination activities. The study informs practitioners about possible outcomes while tensions are experienced. This study found that when actors are experiencing multiple tensions, breaking of activity patterns is more likely to occur while experience less tensions extending existing activity patterns becoming more likely.

Contributions are made in relation to gaps in investigating the business network activity layer and their changes in relation to tensions.