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Aviation Logistics and Management, Organization Management.

This case is suitable to be used in advanced undergraduate and MBA/MSc level.

This case highlights the challenges of obtaining “Green Organization” certification process of ICF Airports Antalya. The Directorate General of Civil Aviation (DGCA) has initiated a Green Airport project in 2009. The aim of the project is to promote the systematic reduction and, where possible, elimination of the environmental impacts of airport operation. Organizations are required to establish, implement, document, and maintain an environmental management system (EMS) in accordance with the current version of the TS EN ISO 14001 EMS Standards. An annual Greenhouse Gas Inventory Report is required to be prepared in accordance with the TS EN ISO 14064-1 standard, and Greenhouse Gas Inventory Report must be verified by the TSE in accordance with TS EN ISO 14064-3 standard. When an organization meets these requirements, DGCA grants the organization a “Green Company” certificate, which allowed a 20% discount on the extension fee of authorization documents and licenses. Although ICF Airports Antalya faced several challenges, it was issued “Green Organization” certificate by the DGCA in 2010 and finally became 19th greenest airports in the world.

This case illustrates the following:

• the process of Green Company certification in aviation sector;

• the ways to handle challenges of the green organization certification process; and

• the needs for engaging stakeholders in environmental initiatives.

the process of Green Company certification in aviation sector;

the ways to handle challenges of the green organization certification process; and

the needs for engaging stakeholders in environmental initiatives.

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.

Airport design has improved significantly in the last 20 years. Design has moved from simple protection from the elements to almost full automation. Many older airport facilities are now outdated and require replacement. The decision to replace must be made based upon benchmarking with similar airport facilities. Summarises the current position with airport design and suggests that efficient use of facilities cannot depend upon shareholder return alone but must be based on national interest and efficiency demonstrated through external benchmarking. Suggests that facilities managers must be aware of the expectations of the airlines and passengers and the indicators used in the assessment of performance. Outlines the reasons that influence an airport’s decision to upgrade or replace its terminal facilities.

This paper aims to assess the performance evaluation of major international airports in the world.

In this study, the authors utilized data envelopment analysis in an input‐oriented method to discuss the overall operational performance of 20 major international airports between 2001 and 2005. They used cross efficiency measure to determine the international airports that enjoy the best operational performances and used the bilateral model to compare the performance differences between international airports of different regions.

The Atlanta Airport (ATL) in the USA and the Beijing Airport (PEK) in China experienced MPSS. The overall performance of international airports in Asia is better than those in Americas, Europe, and Oceania.

Service quality can be discuss in the field in the future.

In sensitivity analysis, four inputs had positive impacts on overall performances.

The ATL in the USA and the PEK in China were the best practices for the other international airports.

This paper addresses efforts to design a quantitative index of characteristics and factors that comprise quality in airport facilities and operations from the perspective of all airport service customers including airlines, airport tenants, airport service operators, and consumers of airline and air cargo operations. The results of an initial survey of airport directors and consultants have identified 12 broad factors that, in their view, most affect the quality of airport operations. These factors include parking, capacity, ground transportation, shopping and restaurant services, and waiting area considerations.

Using Social Network Analysis (SNA), this paper examines the inter-country airline logistics relationships in East Asia. Based on the flight schedule data, which has been gathered by the authors, the overall features of airline logistics structure and the specific roles of each airport could be more clearly examined.

The main results of this paper are as follows: Beijing has the highest Degree Centrality, but excluding the domestic lines, Incheon has the highest Degree Centrality, which would imply that a relatively high Centrality of logistics for China’s airports is due to the greater number of domestic lines. The focal hub status of Incheon airport is also supported by the fact that Incheon contains the highest Betweenness Centrality.

Secondly, evaluated by the types of brokerage role, Incheon has a remarkably strong role as a liaison, which means Incheon airport functions as a transfer hub between two different regions outside of Korea. However, considering only the to/from China airline links, Hong Kong has the highest score as a liaison. These conflicting results imply that as China’s airline transportation continuously increases, Hong Kong will become a strong rival to Incheon.

Thirdly, in the analysis of Structural Hole which functions the broker and acts as a hub by linking unconnected airports, Incheon has the highest possibilities as a hub airport. However, only considering to/from China airlines, Hong Kong would dominate Incheon.

Airport strategic direction is usually linked to the changing nature of airlines and their evolving facilities requirements. In the US airports are predominantly publicly owned giving rise to different organizational structures to those associated with many of the other countries, such as the UK, which are currently experiencing a change in the nature of airline products. This paper examines the different responses that are possible and not possible within the organisational structures of airports, focusing on some of the limitations of the current US and UK models of ownership and how these may impede economic growth. The paper ends with a look at the structural problems that arise in the management of air travel in the best interests of the traveller in the UK and how these problems might be resolved through alliances between the airlines and the airports.

This paper aims to present an example of the measurement of airport efficiency, a topic of great interest in civil aviation today. The methodology used is data envelopment analysis (DEA) and the Malmquist Index. The calculation of airport efficiency with up-to-date data for each period is of great importance in the context of sustainability. The study selected ten airports with high air traffic in Turkey as the sample set. The objective of this study is to evaluate the current state of airport efficiency, identify the sources of inefficiency and make appropriate policy recommendations based on the findings obtained.

The study is based on DEA and Malmquist Index Analysis. The number of personnel and terminal size data of ten selected decision-making units (DMU) are used as inputs, while passenger, cargo and aircraft traffic data are used as outputs. A five-year period, spanning from 2018 to 2022, is considered as the data set in the study.

Upon analysis of the data from the ten airports included in the study, it was found that the current input-output combination yielded efficient results, with the exception of certain characteristics, such as the impact of seasonal conditions or tourism. Concurrent with the growth in aircraft, passenger and freight traffic, the number of personnel employed at these airports has also increased. It was concluded that technological efficiency is of paramount importance for each airport, and that investments in technology should be increased.

A separate assessment was conducted for each of the ten airports included in the study sample. Each airport was evaluated in terms of its strengths and weaknesses, and areas of low efficiency were identified. Consequently, more general conclusions were reached than airport-specific evaluations.

In order to ensure the long-term sustainability of the sector, it is essential that the efficiency measurements of airports are calculated using up-to-date data on a regular basis. The results obtained from these calculations provide guidance for the strategic plans to be implemented in the long term, as well as for the solution proposals for operational problems. In this context, this study not only provides information to policymakers and airport managers about the current situation, as it includes recent data, but also contributes to the literature in this sense, as it includes policy recommendations.

The purpose of this paper is to analyse museums and theme parks as a tourist package and how the proximity of airports to the city and public transport influence the development of this tourist package to stimulate tourism demand in cities.

Qualitative and quantitative indicators have been applied in our methodology to measure the most visited European theme parks and museums from 2012 to 2022. Moreover, the localisation of airports has allowed us to address the importance of theme parks and museums in cities and their regional economies.

The results suggest that the location of the city, entertainment complementary activity, airport proximity, intermodal passenger transport, air and train accessibility, tourism demand and supply, and a high concentration of population in cities have a high influence on the development of a tourist package that includes museums and theme parks to stimulate the tourism demand in European urban cities. London and Paris are two of the most visited cities in the world, and these are the most attractive European cities for tourists in terms of efficiency because tourists can optimize much better their space and time to visit the city’s tourist attractions during their holidays. Another important finding is that the public transport service plays an important role in museums and theme parks’ visits and the optimization of space-time for tourists when they are visiting a city and its tourist attractions on holidays, especially subways, trains and buses. Although time-space measures of accessibility in public transport in cities must be improved to optimize the time of the native population and tourists.

This research shows the complementary role of museums and theme parks as an attractive tourist package and an entertainment, cultural and educational activity to improve the quality of tourism supply and redistribute tourist flows in European countries. Moreover, there are limited studies that tackle the theme of parks and museums in a tourism context.