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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.

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 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.

Logistics play a vital role in today's economy. As the critical component in the supply chain, logistics is a sector able to be translated as a competitive weapon to the businesses and the nation. Malaysia is a developing country which, laid in the middle of the trade route between west and east, constantly eyes the opportunity to exploit the logistics sector as a platform to bring out its domestic products to the international market and to bring in investment from the global players. Good transport infrastructure and conducive business environment are the ingredients for positioning Malaysia as a hub of logistics activities at the regional and global level. One of the initiatives to achieve the objective is the commencement of Digital Free Trade Zone as a regional e-commerce e-fulfillment hub and drive export of Malaysian SME via e-commerce. As the government is looking toward shifting manufacturing approaches from labor-intensive to capital-intensive strategy, the container ports and airports are equipped with the state-of-the-art technology to ensure efficient movement of cargoes and passenger at the terminal. The progress of logistics and transport activities in Malaysia, coupled with recent development in the commercial and business-related projects, maybe becoming the most important reasons why the foreign investor should consider investing in Malaysia.

The Incheon Region has numerous assets that fall within a Pentaport model.' These include the Incheon International Airport, the Port of Incheon, a coastal industrial park, free economic zones, a leisure port, and Songdo new town designed to be the future Silicon Valley of Korea. This paper looks at how Northeast Asia trade flows between China and Korea might be enhanced by application of the Pentaport model in making the Incheon region a North East Asian Hub. It looks also at their trade and logistics systems as well as their water borne commerce. It proposes an integrated transportation system for the Yellow Sea Region being beneficial to the economies of the Northeast Asia. It also stresses that innovative technologies for ships, terminals and cargo handling systems should be introduced to develop a competitive short sea shipping system in the region and cooperation among the regional countries will be essential to achieve the final goal. The potential of methods of container shipping is discussed as it might apply to short sea shipping in the Yellow Sea Region that could greatly facilitate Incheon's situation with respect to the broader region in application of the Pentaport model.

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.

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.

Based on our experience related to the passenger terminal re-design at Sydney airport and its impact on belly-hold freight chains at the airport, this chapter takes a more general view on managing freight chains at large international airports. We aim to review literature and documents related to this area and also to undertake a fleet/traffic analysis of the 100 largest multi-function airports (when measured in terms of scheduled cargo traffic) to get a better understanding of current practice, particularly in the light of potential conflicts or benefits of the joint production of passenger and freight services. While most literature has focused on hub-and-spoke aspects of international hubs, relatively little has been done on economies of scale and scope of passenger and freight airline operations (including timing) at such hubs. This chapter explores to what extent terminal organisation of international airports impacts on the use of dedicated freighter of combination airlines and hence airline efficiency. A key finding in terms of airline efficiency is that economies of scale of air cargo operation appear to exist at the aircraft level as dedicated freighters are used more often if a sufficient threshold of air freight demand is observed at the airport level.

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.