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This chapter considers time-differentiated airport noise surcharges that occur in addition to general noise fees at an airport. In practice, an essential problem of such surcharges may consist of setting the price for a social policy goal, such as airport noise reduction, by shifting a number of critical flights away from sensitive times-of-day in the presence of an additional, competing economic policy goal in terms of fostering the network hub function and connectivity of that airport. In such a case, additional noise surcharges aim at balancing the socioeconomic noise costs against economic prosperity, to achieve a net benefit for society by inducing a particular airline scheduling behavior, such as shifting non-hub-relevant flights only. As a result, they differ from the well-known economic concepts for the internalization of externalities. We address this problem by offering a shift from an economic welfare view to a business administration perspective with the airlines as stakeholders, in order to describe the different rationales that need to be accounted for when searching for a pricing scheme that achieves one of the distinct steering effects in terms of airline scheduling behavior. In addition, we offer a tentative, generic guideline to determine the appropriate dimension of time-differentiated noise surcharges depending on the steering effect.

Assessing air cargo strategy from an airport's perspective is relatively novel, and it seems little attention has been paid to this research area. This chapter will address this research gap by introducing an Airport Cargo Strategy Canvas, designed to help build cargo strategies for individual airports.

The Airport Cargo Strategy Canvas can be used as a tool to analyze and improve the air cargo strategy of an airport. The first part of this chapter will explain the different components of the Airport Cargo Strategy Canvas more in detail. The horizontal axis on the canvas differentiates between exogenous and endogenous drivers of airport competitiveness. The vertical axis distinguishes between the airport product and the airport market. The canvas also considers potential disruptors and principal shareholders' objectives. The different components of the canvas allow the analyst to dig into the main features and differentiators of respective airports. The canvas might also be helpful to structure and compare the strategic components and framework of their own or competitors' cargo strategies.

In the second part, the Airport Cargo Strategy Canvas was applied to Brussels Airport to analyze its cargo strategy. The canvas showed several strengths and weaknesses, opportunities and threats in its current cargo strategy. The completed canvas will let Brussels Airport's executives explore and analyze the strategy of their main competitors and peers' strategy and help them identify potential gaps in their strategies.

In recent years, in parallel with the increasing air traffic and the number of passengers in air transport, the number of people exposed to aircraft-induced noise has increased significantly. Especially people living in the areas close to the airports are affected by noise emission during the landing, take-off, taxi and ground operations. Negative effects of noise such as sleep disturbance, lack of concentration, anxiety and high blood pressure cardiac diseases were determined directly or indirectly for human health. For this reason, examining the noise effect caused by aircraft and determining the necessary measures to be taken is very important for the sustainable development of aviation. In the International Eskisehir Hasan Polatkan Airport (LTBY), this paper aims to calculate a noise mapping following international standards in line with the directives of the International Civil Aviation Organization (ICAO). Also, Annex 8, “Airworthiness of Aircrafts” and Annex 16, “Environmental Protection Volume 1 Aircraft Noise”, which were taken at the International Civil Aviation Convention, were proposed to determine the exposure caused by aircraft noise.

In this paper, noise levels for the day (07.00–19.00), evening (19.00–23.00) and night (23.00–07.00) period around LTBY were predicted and calculated by the use of the IMMI software according to the “ECAC Doc. 29-Interim” method for the prediction and computation of the aircraft noise.

According to the calculated/mapped values, in the 24 hours (Lden), the noise level is 65 dB (A) and above. In the day time zone, the noise level is 63 dB (A) and above. When the calculations for the evening time zone are examined, the noise level is above 58 dB (A). When the calculations for the night time frame are examined, it is calculated that there is no dwelling that is affected by the noise level above 53 dB (A).

Along with future improvements, it is recommended to be applied to other civil airports.

To the best of the authors’ knowledge, there is no previous research in the literature on aircraft noise mapping of LTBY. Also, unlike the software commonly used in other works in the literature, IMMI software was used in this study. Such investigations should be carried out in other civil airports in the coming years to struggle with noise emissions and noise control. If noise boundary values are exceeded, action plans should be developed for a sustainable aviation concept. Along with future improvements, it is recommended to be applied to other civil airports.