In 2018, global gross domestic product (GDP) was US$86.3 trillion, and almost a quarter of that value was due to international trade with a value of US$19.6 trillion. Air cargo accounts for about 35 percent of that trade value (approximately US$6.86 trillion). Moreover, from the perspective of the airport sector, air cargo revenue contributes between 20 to 70 percent of airport revenue. The global airport revenue for freight in 2018 was US$250 billion. Despite the interest and research activities surrounding competition and competitiveness of airports and specifically among airlines and passengers, it appears scholars have overlooked research concerning the competitiveness of airports when it comes to air cargo. This study attempts to fill the gap in the supply chain and logistics literature by putting forward a framework and ultimately operationalizing the framework highlighting the pivotal role of air cargo in the supply chain domain and within the global economy. Specifically, the framework is operationalized within the freight forwarding air cargo supply chain domain – providing insight into this important yet understudied phenomenon. The population of interest is freight forwarders from the Dubai International Airport, United Arab Emirates. The Middle East represents 18 percent of the world's air cargo volume and the region's air cargo volume has been growing three times faster than worldwide air cargo making the Dubai International Airport an appropriate and novel setting for the study. A sample frame obtained from the National Association of Freight and Logistics (NAFL) provided the final sample of 187 respondents. The survey was undertaken during the fourth quarter of 2019. The data are analyzed using structural equation modeling. The dissertation contributes to the supply chain and logistics literature by synthesizing and operationalizing a framework that measures freight forwarder satisfaction specific to air cargo. Relying on Porter's theory of industry structure and competitiveness, the results of this study find that freight forwarder satisfaction is composed of three dimensions: infrastructure, operations, and cost. Additionally, the empirical findings reveal that freight forwarder satisfaction has a significant positive effect on both loyalty and airport competitiveness. As well, loyalty partially mediates the relationship between freight forwarder satisfaction and airport competitiveness.

Ce travail de thèse a porte sur l’évaluation de la qualité de l’air sur l’aéroport Paris-Charles- De-Gaulle. L’objectif était d’évaluer l’impact de l’activité aéroportuaire à l’échelle locale et régionale. Cette étude s’est centrée sur les observations à long terme des concentrations des oxydes d’azote (NOx), d’ozone (O3) et des hydrocarbures. Nous avons quantifié la contribution de l’activité aéroportuaire sur les concentrations des NOx observées sur les stations CDG-nord et CDG-sud. Les résultats ont montré que cette contribution était de 18% (12 μ g.m−3) sous un vent du sud et de 47% (25 μ g.m−3) sous un vent du nord. Cette analyse a été réalisée à partir de 3 ans de mesures (2005-2007). Les concentrations des NOx ont également été analysées à l’aide d’un modèle neuronal. Ce modèle a été construit pour estimer les concentrations des NOx en fonction de paramètres météorologiques (direction du vent, vitesse du vent, température, hauteur de la couche limite) et temporels (jour de l’année, heure du jour et la différence entre les jours de la semaine et du week-end). Le modèle a permis d’estimer les concentrations des NOx pour des scénarios ponctuels. Des campagnes de mesures ciblées sur les hydrocarbures ont été mises en oeuvre au cours de cette thèse. Elles ont permis de caractériser la spéciation des hydrocarbures émis par les moteurs d’avion. Les résultats ont montré que cette spéciation était similaire de celle observée pour les véhicules diesel. Ceci ne permet pas d’établir clairement un profil caractéristique permettant de distinguer les émissions des avions de celles de véhicules. La spéciation des hydrocarbures sur la plate-forme a également été évaluée. Les résultats ont montré que la spéciation des hydrocarbures observée sur la plate-forme est comparable à celle observée en milieu urbain et dans d’autres milieux aéroportuaires. Par ailleurs, les concentrations moyennes observées étaient typiquement de l’ordre de celles observées dans une atmosphère urbaine. L’estimation de l’impact des activités aéroportuaires à l’échelle régionale a fait l’objet d’une étude préliminaire à l’aide d’un modèle de chimie-transport, CHIMERE. Cette étude a permis d’évaluer l’étendue spatiale de l’impact de l’activité aéroportuaire pour deux épisodes. Ces épisodes correspondent à un épisode de pollution estival à l’ozone et hivernal au NO2. Les simulations ont indiqué une contribution inférieure à 5μ g.m−3 à une quinzaine de kilomètres sous le vent de l’aéroport / The work presented here deals with the evaluation of air quality at Paris-Charles-de-Gaulle airport. The objective was to evaluate the local and regional impact of airport activity. This study is centered on long term measurements of nitrogen oxides (NOx), ozone (O3) and hydrocarbons concentrations. We calculated the contribution of airport activity to NOx concentrations in north and south stations. Results showed this contribution was 18% (12 μ g.m−3) from southern wind and 47 % (25 μ g.m−3) from northern wind. This analysis had been performed from 3 years data (2005-2007). NOx concentrations had been also analyzed with a neuronal model. This model was built in order to estimate concentrations according to meteorological (wind direction, wind velocity, temperature, boundary layers) and temporal parameters (day, hour, difference between week-day and week-end). The neuronal model allowed to estimate NOx concentrations for punctual scenarios. Field campaigns targeting hydrocarbons were conducted during this thesis. The speciation of hydrocarbons emitted by engine aircraft was characterized. These results showed engine aircraft hydrocarbon speciation was similar to motor diesel hydrocarbon speciation. This does not allow for the clear establishment of a characteristic profile that differentiates aircraft emissions from those of vehicles. Hydrocarbon speciation observed at the airport was also evaluated. Results showed that the hydrocarbon speciation detected at the airport was comparable to that observed within an urban environment as well as at other airports. Moreover, average concentrations were akin to those observed within an urban environment. The estimation of regional impact of airport activity was preliminary studied with a chemicaltransport model, CHIMERE. This study permitted the evaluation of the spatial extent of the impact of airport activity for two episodes. These episodes correspond to summer pollution by ozone and winter pollution by NO2. Simulations showed the contribution downwind of the airport was lower than 5 μ g.m−3 for 15 km

Aeronautical revenue from landing and handling charges to carriers is falling significantly below 60% of total revenue and will not persist as the main source of income for airports. Airports in Europe cannot continue to rely on profits from airlines; operating companies need to improve the competitiveness through commercial income from different traveler types. The purpose of this multiple case study was to understand the elements of successful sales strategies by concessionaires (retailers) at the metropolitan airport system of Zurich and Basel in hopes of improving the nonaeronautical revenue from leisure travelers, a price-sensitive customer segment. The conceptual framework was corporate strategic planning with the underlying concept of sustainable business operations. Semistructured interviews included 9 executives and senior managers of concessions and retail operations at Zurich International and Basel EuroAirport, and covered major themes such as managing the shopping experience of passengers as well as collaboration between concessionaires, airports, and airlines. The key findings, which emerged from an inductive analysis of the data, were that the identification of personalized offerings and the inclusion of individual travelers' needs are required to ensure a flexible approach by each airport and shop location throughout the terminal. The collected data contained indicators for holistic and targeted concepts by retail concessions in cooperation with airport stakeholders. Social implications include sustainable retail strategies by promoting value adding products and services, improving the passenger's travel experience, and ensuring the profitability of concessionaires in a changing aviation market.

The subject of the diploma thesis is the design and structural assessment of the load-bearing steel structure of the airport terminal located in Pardubice. Te project is designed in two variants. The dimensions of the foor plan are 83,2x54,295 m. The maximum height of the terminal is 14,662 m.The load-bearing structure consist of a eleven spatial frames at an axial distance of 8,0 m. The spacial rigidity of the structure is ensured by a system of sway and longitudinal bracings.

京都大学 / 0048 / 新制・課程博士 / 博士(経済学) / 甲第19466号 / 経博第535号 / 新制||経||277(附属図書館) / 32502 / 京都大学大学院経済学研究科経済学専攻 / (主査)教授 文 世一, 教授 森 知也, 教授 依田 高典 / 学位規則第4条第1項該当 / Doctor of Economics / Kyoto University / DFAM

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Airports have long been considered as an industry in which firms are able to exert significant market power. Nowadays, there is controversial discussion whether airports face a degree of competition which is sufficient to constrain potentially abusive behaviour resulting from this market power. The level of competition encountered by European airports has hence been evaluated by analysing the switching potential of both airlines and passengers between different airports, for example. The research within this thesis contributes to the field of airport competition by analysing the degree of potential competition 36 European hub airports face on their origin-destination market in their local catchments as well as on the transfer market within the period from 2000 to 2016. For this purpose, a two-step approach is applied for each market, with first analysing the degree of market concentration, using the Herfindahl Hirschman Index as a measure, for each destination offered at the hub airports and the respective development over time. In the second step, the effect of market concentration on the seat capacities at the hub airports is estimated. This analysis shows that the majority of European hub airports has a dominant position on both the origin-destination and transfer market. However, it can be observed that the level of market concentration has been decreasing over time, thus implying a higher overlap between destinations offered at hub airports and their competitive counterparts. Passengers thus have more alternatives available when travelling between two points, this increasing switching ability therefore imposes potential constraints on airport market power. In the second step of the analysis, the above approach is complemented by empirically estimating the impact of an increase in market concentration, and additional factors such as the presence of low cost carriers at competing airports, on the seat capacities offered on a particular destination. Using panel data for the considered time period, the statistically significant results show that an increase in market concentration leads to a decrease in the amount of seats as well the flight frequencies offered to a destination. These findings are coherent for both the origin-destination and transfer market. Considering the decrease in market concentration across the majority of European hub airports, it can in turn be inferred that more seats and frequencies are supplied on the respective routes, resulting in an increase in consumer welfare. This approach and the respective findings in this thesis serve as further guidance to policy makers deciding on the extent of economic regulation feasible for individual hub airports in Europe. From an airport and airline standpoint these results can, of course, also be applied to gain insight as to which airports are their main competitors, and which routes face a high overlap with other airports and airlines, thus designing their network structure accordingly.

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This thesis project builds upon one of the really big questions; are we alone in the universe?By research, references and studies I have throughout this project tried to imagine a future that with the help of architectural speculation and imagination is a bit more prepared to answer that question. The project in itself was intended as an exploration of the world of science, science fiction and conspiracies, as well as typology, in order to produce architecture that represented the very notion of the longing for an answer to that question.  I wanted to both design spaces where one would prepare for the journey of leaving earth, as well as speculate on what type of architecture would be required to welcome a potential visitor of our planet. The result is a proposed future extension to Kiruna Airport intended for interplanetary travel, some parts concrete and real, some speculative and suggestive.

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