Airport Policy Research Articles

Analisis Operasional Bandar Udara Ngloram sebagai Satuan Pelayanan Bandar Udara di Kabupaten Blora


 Airport Service Unit, hereinafter abbreviated as SATPEL BU, is an airport service implementation unit that is under and responsible to the Head of Airport Operations Unit Office. In this study the Ngloram Airport Service Unit is under and responsible to the Head of the Dewadaru Airport Implementation Unit Office. This study is intended to find out how the Ngloram Airport Implementation Unit operates. Operations focus on policies, structure and work assignments, as well as technical standards and operations that exist in SATPEL BU Ngloram. This research was conducted using a descriptive qualitative approach and data collection techniques through observation, interviews, documents, literature study. This study uses primary and secondary data sources. Primary data sources were obtained from civil servants and honorary staff who served in SATPEL BU, while secondary data were in the form of statutory documents, books, journals and articles related to research topics. Based on the conclusions, the results show that the operations of SATPEL BU Ngloram have been running as they should according to the regulations in charge. It's just that there is a slight inequality in terms of division of work units. According to the researcher's analysis, if the restructuring process is carried out optimally, Ngloram Airport will experience an increase in classification from SATPEL BU to become Airport Operations Unit.
 Keywords: Airport Service Unit (SATPEL BU), operations, policies, structure and work assignments, technical standards and operations.

Association between aircraft noise levels and deprivation

There is limited evidence on socioeconomic distribution of noise exposure. Noise data (Lden, Laeq24, Lnight, Levening, and Lday) were available for London Heathrow airport for 2014-18. These were linked with different measures of deprivation: the Carstairs deprivation index (UK Census-derived), fuel poverty rate and the avoidable death rate. Using Carstairs, mean noise levels were slightly higher in more deprived areas for most noise metrics, especially for Lnight (~2dB between least and most deprived Carstairs quintiles). However, Leve had slightly lower mean noise levels in the most deprived quintile (~0.5dB difference). A clear pattern of higher mean noise levels with deprivation was seen using avoidable death rates (~4dB difference between lowest and highest quintile for Lnight). Conversely, mean noise levels were slightly lower in more deprived quintiles of fuel poverty. Differences have been further quantified using a random-effects model, accounting for year. Heathrow airport is situated close to highly populated areas, some of which are very wealthy, so may not be representative of other airports. Results will be discussed with community groups near Heathrow prior to Internoise 2022. As air transport increases post-pandemic, information on noise exposures as well as views from community groups can inform future airport policies

Getting closer to your destination: The role of available surface connections on the supply of low-cost carriers in secondary European tourist airports

Secondary airports have played a key role in the development of both low-cost carriers and the tourism industry in recent decades. Although they are usually further from tourists' main destination/origin, low-cost carriers take advantage of lower fares to exploit tourists' lower time valuation. Nonetheless, efficient surface commuting is a key attribute of airport accessibility and a source of relative attractiveness in multi-airport systems. Low-cost airlines have recently changed their strategic behavior by opting to spread their presence at primary airports, which represents a challenge for secondary airports that have both declining traffic and high dependency on low-cost carriers. In this paper we evaluate the role of private and public transportation commuting time efficiency in the quarterly market share of secondary airports for a sample of European multi-airport systems between 2018 and 2021. Our results show that relative commuting efficiency– whether public or private –is a determinant of traffic distribution in multi-airport systems. Public authorities might be interested in improving secondary airports' accessibility when other airport policies are constrained, either to reverse their current adverse trend or to efficiently utilize existing capacity in systems with highly congested primary airports.

The Evolution of Canada’s Airports and Airport Policy: A Review

Canada’s airports are unique in the world as a system of private, no-share capital, not-for-profit organizations. This paper reviews the evolution Canada’s airport system and airport policy over the last 30 years and provides an overview of airport performance including an assessment of the likely proceeds should the Canadian government decide to sell its eight largest airports to private investors. The review reveals an airport system with a heavy “user pay” orientation that has become reliant on “airport improvement fees” charged to passengers, over and above regular aeronautical charges, in order to finance the substantial investments in infrastructure made by airport authorities. The paper highlights criticisms of the current airport system that have endured for over 20 years and shows how recent recommendations to sell our airports to private investors reveals an underlying tension regarding whether airports should be regarded as “spark plugs” that create wider economic benefits or “toll booths” that generate government revenues. The paper argues that a viable alternative to selling off airports to private investors is to reintroduce legislation first introduced in 2003 and again in 2006, which, despite broad political support, never became law.

The evaluation of operational efficiencies of Turkish airports: An integrated spherical fuzzy AHP/DEA approach

The demand for air transport services has significantly increased around the globe, which has brought new investments in airports, which, in turn, requires in-depth efficiency analysis of these capital-intensive endeavors. This study examines the operational efficiencies of 46 Turkish civil airports from 2015 to 2018. We employ a novel hybrid methodology that combines Spherical Fuzzy Sets based Analytic Hierarchy Process (SFS-AHP) and Data Envelopment Analysis (DEA), which provides a solid basis for efficiency analysis. To this end, it can handle the hesitancy and uncertainty that the subjective evaluation process of input and output factors possess. Then, we use Self Organizing Maps (SOM), a machine learning method for clustering, to examine the effect of outlier airports on the efficiency scores. Finally, a posthoc analysis is conducted with Tobit regression model to assess the explanatory power of external factors on the efficiency scores, i.e., tourism potential, number of international flights, distance to the city center, population, public/private ownership, and age of airport. The findings show that 67.2% of the Turkish airports operate below the optimal efficiency level, and 93.5% of them should make considerable efforts to refine their operations by implementing managerial and structural changes to reduce input factors. The results also suggest that the airports located in high-density touristic areas achieve higher efficiency levels. Those relatively closer to the city center lead to more airport traffic, generating more revenues. Thus, both factors have a significant impact on efficiency scores. The study provides a novel efficiency analysis framework for airport operators and policy makers that helps them make informed decisions.

The uneven geography of US air traffic delays: Quantifying the impact of connecting passengers on delay propagation

Sustained airport congestion periods translate into delays, especially in hub-and-spoke networks in which delay propagation is more evident.We examine the impact of connecting passenger arrival delays on network delay propagation by using passenger level data combined with flight delay data that allow us to analyse the correlation between delayed incoming flights and departure delays at the 21 U.S. airports with most delays, in July 2018.Results show that correlation between daily arrival delays and daily carrier induced departure delays are statistically significant only for flights carrying high proportions of connecting passengers. Correlation values are also higher for short-to-moderate arrival delays. In addition, a Neural Network model was trained for six major airports to build a delay prediction model and map the potential delay propagation. The results of the propagation scenarios suggest that the presence of a unique dominant carrier at an airport translates into a stronger correlation between arrival and carrier delays than that at airports where different carriers compete for connecting passengers. Furthermore, airline hubs located near the areas of the network with more traffic density, independently of the hub's volume of traffic, are more likely to propagate the delay than hubs located in the periphery. The results of this study can be relevant for airline, airport, and traffic control policies aimed at mitigating airport and network congestion.

Decoding climate adaptation governance: A sociotechnical perspective of U.S. airports

Inadequate governance is considered a major barrier for implementing policy, particularly those concerning global and complex challenges such as climate change adaptation. Literature in adaptation policy point to the lack of methods that monitor and assess how decision-making takes place and by whom. Based on a review of over 200 policy documents, this article benchmarks for the first time, the current airport climate adaptation regime in the United States and applies a sociotechnical system framework to scrutinize institutional capacity to address climate change impacts. An innovative policy review system is designed to decode how airport policies create conditions to use climate data as decision-relevant information and produce adaptation actions. Potential climate-cognizant policies are identified and characterized based on their target, timescale, and governance mode. Review results show that the assumption of climate stationarity is widespread. However, there is high potential for technical and, especially, organizational airport policies to incorporate climate science and adaptation pathways. Results also uncover governance barriers related to institutional path-dependence that include: (1) conflicting rationales between adaptation and reliability values, and (2) overpowering technical policies and market governance. These barriers perpetuate scale-mismatch between airport policies and expected impacts from climate change. Finally, we highlight the latent capacity for collaborative governance to advance adaptation regimes in airports and other multiscalar complex infrastructure systems. Our proposed methods and review results identify pathways to enhance institutional capacity for designing and operationalizing transformative adaptation policies.

Aircraft-Related Charges in European Airports: Determinants and Differentiation

Purpose: This study is focused on determination whether the size of an airport influences the airport's policy regarding the amount of aircraft-related airport charges. Additional test were conducted to determine whether airport charges are dependent on airport profile. Design/Methodology/Approach: The sample includes airports located in the European Union that in 2019 served more than 5 million passengers (threshold in accordance with the master EU-level Directive 2009/12/EC, 2009). The data records were also grouped into 3 sections representing large hubs, small- and medium-sized hubs and regional/LCC/charter airports. The airport charges data used for the analysis is supplied by own studies and calculation based on airports individual price lists for 2021. The research hypotheses were verified with the use of the classic regression model and Pearson Correlation Coefficient. Findings: The findings may indicate that larger airports leverage their market position and charge more for aircraft movements. However airports may also apply different policies, depending on whether they belong to small and medium-sized hubs or large ones. Practical Implications: Better understanding of airport pricing policies and their motivations may help: - Regulators – to better adjust the policy to the realities and needs of the market. - Airports – to ensure better and more effective approach airport charges. - Airlines – to better understand airport policy on airport charges and to enforce their positions on these charges more efficiently, including during their consultations. Originality/value: The existing research focuses on aeronautical revenue and airport charges in bulk. The proposed approach is more targeted and offers a more in-depth analysis of the nature of airport charges and their determinants at disaggregated level.

Impact of airport policies on regional development. Evidence from the Colombian case

AbstractFollowing the global and regional trend, Colombia liberalized the air transport industry in the early 1990s. With this, an uninterrupted (ongoing to date) development of a set of public policies for this sector started, accompanied by various reforms at the institutional level. These transformations took place following the notion that the Colombian State considers air transport as an essential public service that contributes to the national economic and regional development. Within this package of public air transport policies, airport policies have an essential role, through which a large number of airports in the country were privatized (19 to date), which are distributed, almost homogeneously, throughout the Colombian geography. These privately governed airports are located in large, medium, and small cities, and in regions considered remote and isolated. Therefore, this article analyzes the impact of public air transport policies, with a special emphasis on airport policies, on the country’s territorial connectivity and the socioeconomic development of its regions. To analyze the socioeconomic indicators, the methodology of difference‐in‐differences was used, which is a quasi‐experimental econometric and impact evaluation method.

Ecological Footprint Model of Soekarno-Hatta International Airport from the Perspective of the Local Community

Soekarno-Hatta International Airport is prone to various environmental problems. The problem of population growth has an impact on increasing economic activity which directly impacts the environment. In every production activity from the environmental side, it will bring up the carrying capacity of the environment and the carrying capacity of the environment or ecological footprint. The problem will be difficult if it turns out that the ecological footprint that occurs exceeds the capacity of the existing environmental carrying capacity, also for airport problems. This will result in the airport being unsustainable. This article will discuss the model of the airport environmental footprint that is currently occurring at Soekarno-Hatta International Airport by utilizing the opinions of respondents who live and have activities around the airport. The factor analysis method is used to process the respondent’s data to obtain the factors that influence the environmental footprint and then through these findings a model can be developed which is expected to be able to abstract the current conditions. The research results show that the dominant environmental footprint at Soekarno-Hatta airport is overload airport activities impact, operational slot time optimization, and renewable of airport energy, which can then be built as an instrument to evaluate, build and develop airport control policies that are environmentally friendly and sustainable.

Perception Analysis of Airport Noise on Environment, Sosial, and Economic at Halim Perdana Kusuma Airport

The increase in aircraft noise is an inevitable impact of Halim Perdanakusuma Airport (HLP) commercial operations since 2014. The perception of noise risk from people living around airports is a factor that must be considered for formulating strategic, comprehensive airport noise control plans and policies, and participatory. The purpose of this study is to analyze the noise conditions and the perception of environmental noise risk to the perception of socioeconomic risks that live around the HLP Airport. The results of the WECPNL calculation in area of Jaticempaka and Makasar was ranged between 73.80—79.72. The environmental noise risk of the community in HLP Airport’s vicinity was studied from knowledge aspects, perception aspects, and behavior aspects. Most of respondent were in the moderate category of environmental noise risk knowledge and environmental noise risk perception. While for environmental noise risk behavior aspects most respondent were in the low category. The social and economic risk perception for most respondent were in the moderate category. The conclusion of this research is that the community settlements in HLP Airport’s vicinity at the distance of 300 m and 600 m does not meet the environmental noise standard for a residential area which is regulated at 55 dB(A). The ideal area for settlement use in the vicinity of HLP Airport is Makassar area which is located 600 m from HLP Airport’s runway.

Research on Factors Affecting Green Airport Development Based on Scale Analysis

This paper adopts the mixed methods of literature survey, expert panel discussion and questionnaire, and makes use of the Likert scale with an aim to select the connotation of green airport from four aspects including resource saving, environment friendliness, efficient operation and people-orientation. An ordered multi-class regression model was used as well to analyze the main factors affecting the development of green airports. According to the results of the study, coordinating airport planning and construction, airspace system reform, APU replacement, and “oil-to-electricity” of airport vehicles are factors that are significantly effective in the establishment of a green airport. The findings of the present study provide both theoretical support and empirical evidence for the design demonstration and interpretation of green airport policies.

Analysis of the Status and Potential of the Passenger Transport Market in China and Central Asia Inspiration for the Initiative «One Belt One Way»

Central Asia, being an important zone in the Silk Road Economic Belt of the China Road «One Belt-One Way», is an important economic channel for China, connecting European countries by land. Transport communication is the basis of the work of the initiative «One belt-one path», therefore it is important and priority. Although the development of land connections (railways, highways) between China and Central Asia has made significant progress, passenger services, especially air passenger services, are still underdeveloped. The paper explains the state of development and existing problems of the bilateral air passenger transport market between China and Central Asia through the data analysis and policy studies of the «Bilateral Air Agreement». Three policy recommendations are put forward within the framework of the «One Belt-One Way» initiative. First, China and five Central Asian countries should use the platform created by the initiative «One Belt-One Way» to actively negotiate new bilateral air agreement between governments in the field of law, airports of general aviation, capacity and airline access to further ease regulations. Considering concerns that five Central Asian countries may have regarding the protection of their national airlines, the negotiation of an aviation agreement between China and Central Asia may use a model of negotiations between US and Canada on bilateral aviation agreement. Second, given the capacity of airports and rapid economic development of China’s second and third level cities, Governments’ preferential airport policies in China’s second- and third-tier cities could be extended to attract Chinese and Central Asian airlines to operate direct flights between these cities and Central Asia. Third, to allow and encourage private and budget airlines to enter China-Central Asia airline market. These airlines can use their own price advantages to open up new markets that are not sufficiently attractive to traditional airlines.

Development and planning of sustainable airports

Air transport is considered an important part of the transportation infrastructure and it has a great impact on urbanisation as well as long‐term economic growth. Airports significantly add to local economy and facilitate a country's integration into the global economy and also provide social benefits to the society. However, together with the socioeconomic benefits, airports adversely affect to the surrounding environments, ecology and society. Some of the main concern, that is, emission from aircraft, noise while take‐off and landing of aircraft, land use, waste disposal and energy consumption, are raised with respect to airport's functioning which requires the attention of the regulatory authorities. The authorities to find the balance approach for the development of airports and to minimise the unfavourable consequences. Therefore, the efforts to be made to develop the “sustainable airports”. “Sustainable development” practises in the airports, improves the social, financial and operational benefits of the airport and also lessen the negative impacts on the environment. After understanding the concept of “Sustainability”, next challenge is to make airport sustainable. The main objective of the article is to find, how to make airport sustainable, when it is called that the airport is a “sustainable airport”. After reviewing the relevant literatures, it may be concluded that “sustainable airports” can be developed by incorporating the sustainability concept in to the airport planning and then taking care of the airport sustainability issues and barriers and airport sustainability components, that is, policy making, commerce, social responsibility, environmental and service quality.

Slovak Airports As Profit/Loss Making Entities: Consequences For Transport Policies

Regional airports in the European Union have been studied in several papers so far, however, not delivering a lot of knowledge of airports as profit/loss making entities. In the paper, we focus on the Slovak airports which are typical representatives of regional airports in the EU. As there is the knowledge gap in the field of airports in newer member countries of the EU, we explain the specific socio-economic context of the airports in the Slovak Republic against a background of their financial ratios. Our findings are suggestive of the need to set a clear dividing line and interface between national airport policies of member countries of the EU and the EU common airport policy.

Airport competition within the Scottish lowlands region

The aim of this paper is to undertake an assessment of airport competition within the Scottish Lowlands region, which has experienced significant variations in economic development, and to examine whether competitive forces have been strengthening or weakening in recent years. This region covers the airports of Edinburgh, Glasgow and Prestwick in the last twelve years they have all experienced changes in ownership. BAA which had, for many years, operated both Edinburgh and Glasgow airports, sold the former to GIP in 2012 whilst in 2013 the Scottish Government purchased the privately-owned Prestwick. During this period there were also significant changes in airline network strategies. In order to assess the competitive pressures facing these airports, three key areas are considered, namely: aeronautical charging policy, the service quality provided and traffic development. The analysis shows that since ownership separation, competition has intensified between Edinburgh and Glasgow, whilst Prestwick airport, which benefitted from Ryanair expansion in the 1990s, is now a significantly diminished competitive proposition in the Scottish Lowland market. This has implications not only for airport policy and economic regulation but also for broader economic well-being in this region.

Smoke-Free Policies in the World's 50 Busiest Airports - August 2017.

Exposure to secondhand smoke from burning tobacco products causes premature death and disease, including coronary heart disease, stroke, and lung cancer among nonsmoking adults and sudden infant death syndrome, acute respiratory infections, middle ear disease, exacerbated asthma, respiratory symptoms, and decreased lung function in children (1,2). The U.S. Surgeon General has concluded that there is no risk-free level of exposure to secondhand smoke (1). Previous CDC reports on airport smoke-free policies found that most large-hub airports in the United States prohibit smoking (3); however, the extent of smoke-free policies at airports globally has not been assessed. CDC assessed smoke-free policies at the world's 50 busiest airports (airports with the highest number of passengers traveling through an airport in a year) as of August 2017; approximately 2.7 billion travelers pass through these 50 airports each year (4). Among these airports, 23 (46%) completely prohibit smoking indoors, including five of the 10 busiest airports. The remaining 27 airports continue to allow smoking in designated smoking areas. Designated or ventilated smoking areas can cause involuntary secondhand smoke exposure among nonsmoking travelers and airport employees. Smoke-free policies at the national, city, or airport authority levels can protect employees and travelers from secondhand smoke inside airports.

An unpaired pickup and delivery problem with time dependent assignment costs: Application in air cargo transportation

This study considers a freight forwarder's operational implementation of alternative access airport policy in a multi-airport region for cargo transportation. Given a set of heterogeneous air cargo customers, the forwarder's problem is to simultaneously select air cargo flight itineraries and schedule the pickup and delivery of customer loads to the airport(s). This problem is formulated as a novel pickup and delivery problem, where the delivery cost is both destination and time dependent. A mixed-integer linear model in presented and an efficient solution method based on decomposition is developed. The performance of the solution algorithm is evaluated by computational experimental study.

Airport choice model in multiple airport regions

Purpose: This study aims to analyze travel choices made by air transportation users in multi airport regions because it is a crucial component when planning passenger redistribution policies. The purpose of this study is to find a utility function which makes it possible to know the variables that influence users’ choice of the airports on routes to the main cities in the Colombian territory.Design/methodology/approach: This research generates a Multinomial Logit Model (MNL), which is based on the theory of maximizing utility, and it is based on the data obtained on revealed and stated preference surveys applied to users who reside in the metropolitan area of Aburrá Valley (Colombia). This zone is the only one in the Colombian territory which has two neighboring airports for domestic flights. The airports included in the modeling process were Enrique Olaya Herrera (EOH) Airport and José María Córdova (JMC) Airport. Several structure models were tested, and the MNL proved to be the most significant revealing the common variables that affect passenger airport choice include the airfare, the price to travel the airport, and the time to get to the airport.Findings and Originality/value: The airport choice model which was calibrated corresponds to a valid powerful tool used to calculate the probability of each analyzed airport of being chosen for domestic flights in the Colombian territory. This is done bearing in mind specific characteristic of each of the attributes contained in the utility function. In addition, these probabilities will be used to calculate future market shares of the two airports considered in this study, and this will be done generating a support tool for airport and airline marketing policies.

Airport consolidation and the provision of air services

Airport policy involves decisions about not only the sizes of airports but how many airports should serve a given area. I test the arguments for airport consolidation by estimating the effect of the number of airports on total local traffic using US data and a historical instrument for the number of airports. Cities that are randomly allocated a larger number of airports are found to host more air traffic and flights to more destinations. Furthermore, the effect is largely due to a greater number of transit passengers, so cities with multiple airports are more likely to be chosen as airline hubs.