Cargo Airports Research Articles

Evaluating Competitiveness of Transshipment Cargo in Major Airports in Northeast Asia: Airport Branding

This study aims to provide strategies to improve the competitiveness of transshipment cargo airports in the Northeast Asian region; using conjoint analysis, it focuses on strategies of brand equity. In addition, it calculates the brand equity of three main airports and identifies the importance of brand as a competitive factor for transshipment cargo airports in Northeast Asia. In the results of the competitiveness analysis, in terms of attracting transshipment cargoes, Incheon, Narita, and Pudong airports showed market shares of approximately 44%, 29%, and 27%, respectively. To examine the effects of airport brand on the attraction of transshipment cargoes, the optimum combinations of the attributes were used. The portions of the total utility provided by the optimum combination accounted for by brand were 26.26% in the case of Incheon International Airport, 16.18% for Pudong airport, and 39.56% for Narita airport.

A time series analysis of the dynamic competition between major cargo airports

This paper models the dynamic competition between major cargo airports from the time series perspectives of long-term equilibriums and short-run dynamics. We first apply a unit root test to examine the stationarity of cargo throughput data. Airports are then analysed pairwise by region to test their equilibrium relationships through cointegration analysis. Meanwhile, we also utilise the error correction model to investigate the short-run impacts of cargo traffic between the airports. According to our findings, there are four positive long-term equilibriums, one positive short-run dynamic and three negative short-run dynamics in Asia. In addition, the airports in North America are found to have four positive long-term equilibriums, three negative long-run equilibriums, seven positive short-run impacts and three negative short-run impacts. As these dynamic relationships imply competition between cargo airports, our study can provide airport authorities with the reference to develop their long-term strategies and short-run operational plans.

An innovative framework for the study and structure of airport business models

This paper aimed to explore different types of airport business models. The business model structure of Osterwalder and Pigneur (2010) can capture both the operation and the environment in which a company exists and for this reason it was employed to study the operation of twenty airports. These airports were organized into five categories (primary hub, secondary hub, business, low cost and cargo) according to the traffic type they are known to serve and their business profile. After comparing the business models of the airports within each category, the common elements were identified and their key differentiation parameters were designated. It was found that there is a pattern for the primary and secondary hub airports but not for the business, low cost and cargo airports. The outcome of the paper was the proposal of a new framework for the exploration of airport business models which introduces the concept of airport regeneration and incorporates the factors that impede airport managers from developing the business models they want.

Evolving the Memphis aerotropolis

As the world's busiest cargo airport for the last 17 years, Memphis International Airport is ideally positioned to become North America's first true aerotropolis. Coined by Dr John Kasarda of the University of North Carolina at Chapel Hill, the word ‘aerotropolis’ is defined as a community that grows, or is even created, with an airport as its economic engine. Today, in Memphis, business leaders, elected officials, economic development agencies and the Airport Authority are all working in concert to ensure that the opportunity for Memphis to take a leadership role in this new type of economic community is not missed. This paper examines the history of Memphis as a centre of distribution, the present economic impact of distribution and the efforts underway to pave the community's path for the future.

King County: A Case Study Model for Strategic Planning in College Aviation Learning

King County: A Case Study Model for Strategic Planning in College Aviation Learning

The geography of non-integrated cargo airlines: an international study

This paper identifies the primary factors influencing the airport choice of non-integrated cargo airlines within regions. This paper uses a staged method approach utilizing an international postal survey of cargo airports, together with follow-up interviews and identifies 15 factors which typically influence the decision of which airport to locate. It was found that each of these 15 factors are related to either geography, return (cost and demand) or certainty (the desire to lower economic risk) and that ultimately the final decision is profit motivated. These factors are used as an explanation as to why non-integrated carriers prefer major gateway airports in contrast to their integrated counterparts.

Market and Design of a Dedicated Advanced Cargo Airc

The development of the European economy requires an efficient transport system. The transportation of goods and freight today is mainly done by surface transport, i.e. road and railways. Air cargo within Europe is in general restricted to mail and parcels. This paper describes the current cargo transport system in Europe and compares road, rail and air transport with respect to energy consumption, land resources required, flexibility and cost of transportation. Based on this comparison, an innovative air cargo transport system will be developed. Three main elements are required for the new system: a specific intermodal cargo airport in every major industrial region of Europe, the design of a new container system and the design of a dedicated large cargo aircraft. A conceptual design for a large cargo aircraft will be shown which can meet the technical and operational requirements arising from the new air transport system.