Background: The deregulation of the airline and airport sectors has introduced airport managers to free market competition. Purpose: The purpose of this thesis is to identify dynamic capabilities in a regional airport, examine which of the predominant views they correlate to and whether dynamic capabilities concern different levels of strategy. Method: This study uses a qualitative method. Data are collected through a documentary review and interview. The documentary review concerns the features of and trends in the airport sector. The interviews were conducted with three managers of Jönköping Airport, experienced at managing regional airports in Sweden and Europe. Conclusion: The study identified several dynamic capabilities correlating in various degrees to the different predominant views. Some of dynamic capabilities found were of the kind that might be expected at most firms, such as strategic decision-making and product development. Others were more specific for the sector, such as the ability to build a highly adaptable work force. However, none were irrelevant across businesses. This is thought to be a result of the focus on higher management. The study also found that different dynamic capabilities concern different levels of strategy. Strategic decision-making concern corporate-level strategy, while product development is concerned with business-level strategizing. We suggest this is one way of approaching the proposition made by Winter (2003) that there are different levels of dynamic capabilities ad infinitum.

Traffic growth, capacity constraints, climate change and the necessity to develop a more cost efficient system led to an ambitious initiative to reform the architecture of airspace management. This initiative, launched by the European Commission (EC), is called Single European Sky (SES). The four Key Performance Areas (KPAs) of SES are environment; cost efficiency; capacity; and safety. In the environment KPA Performance Indicators for Air Navigation Services Providers (ANSPs) are established to ensure that improvement in sustainability is achieved. In addition, aviation is included in the European Union's Emission Trading Scheme (EU ETS): the EC sets limits on CO2 emissions and provides economic incentives to airlines to reduce emissions by establishing a market-based trading system. EU-ETS can be used to simultaneously promote economic efficiency and achieve environmental goals on a sustainable basis. The PhD research examines the existence of cancel-out effects between supply-led, i.e. SES, and demand-led management, i.e. EU ETS, policies by following a holistic approach. Environmental economics theory and industrial economics are applied to identify factors that have a significant influence on the two policies. Interestingly, and in spite of common objectives, the two schemes are governed by different bodies, which may fail to streamline their communication process. Hence, the PhD thesis also addresses the issue of governance and its possible failure regarding the full implementation and efficiency of the schemes. From a methodological perspective, Delphi is conducted in two rounds to encapsulate policy complexity at an in-depth level. The target population comprises stakeholders involved in SES and EU ETS. To select candidates purposive and snowball sampling was used. Thus, the sample consists of 39 senior managers/experts from Civil Aviation Authorities; ANSPs; aviation-related organisations and institutions; and airlines. Based on the results of the Delphi and building on its theoretical background, the PhD thesis then develops a conceptual model to address governance failure, thus effectively linking supply- to demand-oriented aviation policies in a holistic manner.

Förhöjd säkerhetsprocess och den ökade resenärs trafiken i kombination med processorientering av verksamheten, har bidragit till att säkerhetskontrollen behöver nya och uppdaterade beslutsprocesser för att kunna utvärdera och förbättra processen för säkerhetskontrollen. Genom det balanserade styrkortet och tidigare forskning analyseras lämpligheten för ett balanserat styrkort för delprocessen “Möjliggöra säkerhetskontroll” på Stockholm Arlanda Airport. Detta genomförs genom en fallstudie på Swedavia och flygplatsen Stockholm Arlanda Airport för att kunna tillföra ny tillämpning inom området för ett balanserat styrkort i en flygplatsverksamhet. Utformningen är gjord med en deduktiv ansats för att först kunna skapa en kunskapsbas att sedan arbeta vidare med. Det empiriska materialet samlades in med hjälp av intervjuer hos fallföretaget. Där nulägesbeskrivningen formades som beskriver att Swedavia befinner sig i ett tidigt stadie med sitt arbete med en processomställning. Det gör att de efterfrågar en ny uppföljningsmetod till processen “Möjliggöra säkerhetskontroll”. De utvärderar och förbättrar verksamheten idag genom kötid, kvalité och kundupplevelse. Stockholm Arlanda Airport vill utöka sin mätning och få en ny strukturerad metod. Vår slutsats är att ett balanserat styrkort kan anses som lämplig uppföljningsmetod för en process i en flygplatsverksamhet, i detta fall säkerhetskontrollen. Vi presenterar ett förslag på ett anpassat balanserat styrkort för styrning, mätning och uppföljning av mätetal anpassade till säkerhetskontrollen på Stockholm Arlanda Airport där vi vill poängtera vikten av att inkludera medarbetare från berörd verksamhet. / The increased security process and traffic flow at Arlanda, in combination with the process change, they need to update the decision processes in order to evaluate and improve the security checkpoint. Through the balanced scorecard and precious research, we analyze the suitability of a balanced scorecard for the sub-process “Enabling security checkpoint” at Stockholm Arlanda Airport. This is done through a case study at Swedavia and the Stockholm Arlanda Airport to provide new application in the area for a balanced scorecard in an airport operation. A deductive approach has been used to be able to create a knowledge base to work on. The empirical material was collected through interviews with the case company. Where the current state description was formed, which describes that Swedavia is at an early stage in its work on the process change. This means that they are demanding a new follow-up method for the process “Enabling security checkpoint”. Today they evaluate and improve the business through queue time, quality and customer experience. Stockholm Arlanda Airport wants to expand its measurement and get a new structured method. Our conclusion is that a balanced scorecard can be considered an appropriate follow-up method for a process in an airport business, in this case in for the process security checkpoint. We present a proposal for a customized balanced scorecard for control, measurement and follow-up of metrics adapted to the security checkpoint at Stockholm Arlanda Airport. Where we want to emphasize the importance of including employees.

The increasing scale of, and demand for, civil air transport has necessitated ever greater numbers of passengers and staff travelling to and from airports. At airports worldwide, private vehicles represent the vast majority of these surface access journeys and this has led to severe problems of traffic congestion and raised levels of air pollution. Consequently, UK and international airports are re-evaluating their approach to surface access mode choice and considering how to reduce the reliance on private vehicles. Despite improvements in public transport links at some airports, in the UK it is currently estimated that around 65% of surface access trips at large airports are undertaken in private cars, with this figure being as high as 99% at smaller regional or secondary airports. The problems associated with high private vehicle use are likely to become even more acute in the future given the forecasted growth in demand for UK air travel. Surface access is a complex airport management issue as decision makers must balance the often competing requirements and demands of different user groups with the wider commercial and environmental goals of the airport. Passengers pose a particular problem due to the large number of trips generated, and the wide range of factors affecting their travel. Passengers are also important because they represent the airport s primary customers. The aim of the thesis is to examine passenger surface access travel behaviour in order to make recommendations for reducing private vehicle use. The research adopts a social psychological approach, employing two theories of attitude-behaviour relations, the Norm-Activation Theory and the Theory of Planned Behaviour, in order to identify groups of passengers with the potential to reduce their private vehicle use. Research methods employed to fulfil the aim include interviews with surface access managers at UK airports and a questionnaire survey of passengers at Manchester Airport, an international airport in the North-West of England. It is found that passenger mode choice decisions are motivated primarily by considerations of self-interest, as posited in the Theory of Planned Behaviour, rather than normative or moral elements, as proposed by the Norm-Activation Theory. As well as attitudes, passengers are also found to vary considerably in terms of their specific personal, situational and spatial characteristics. For example, passengers using public transport are likely to be travelling alone from areas further from the airport and flying without checked-in luggage. Using this combined attitudinal, situational and spatial information, eight distinct passenger groups are then identified. Two of these groups, described as the Public Transport Advocates and the Pessimistic Lift Seekers, are found to have the greatest potential to reduce their private vehicle use. Overall, it is important that strategies targeted at reducing private vehicle use and encouraging public transport use address both the physical and perceived barriers preventing behavioural change. Furthermore, while airport managers tend to favour implementing so called soft incentive measures for encouraging modal shift as opposed to more draconian measures, in the future it is likely that decision makers will increasingly need to find ways of implementing the latter in a fashion that is both effective and acceptable to airport users.

Wildlife collisions with U.S. civil aircraft (hereafter incidents) pose safety and economic concerns. Terrestrial mammals represented only 2.3% of wildlife incidents, but 59% of these incidents caused damage to aircraft. I examined 2,558 incidents in the Federal Aviation Administration (FAA) National Wildlife Strike Database to characterize and analyze overall mammal incidents by airport type, emphasizing white-tailed deer (Odocoileus virginianus) and bat incidents with U.S. civil aircraft. Mammal incidents caused 5 times greater damage than other wildlife which varied by airport type and appeared associated with species’ behavior. I provided relative hazard scores to determine which species were most hazardous to aircraft. Relative hazard increased with increasing body mass with mule deer (O. hemionus), white-tailed deer and domestic dog (Canis lupus familiaris) most hazardous to aircraft. White-tailed deer caused 6 times greater damage than all other wildlife and are hazardous to aircraft. In contrast, bats posed a low hazard to aircraft.

<div> <p>The Federal Aviation Administration (FAA) <i>Report on the Sustainable Master Plan Pilot Program and Lessons Learned </i>published in December 2012 showed that airports of all sizes can benefit from incorporating sustainability in their master plans. Global aviation organizations such as the International Civil Aviation Organization (ICAO) and Airports Council International (ACI) have been in the forefront in championing aviation sustainability. While incorporating sustainability in airport planning is highly encouraged, there are challenges associated with such a process. Some of the challenges experienced by airport managers in planning and implementation sustainability are lack of financial capability, and lack of skilled sustainability specialists. In 2009, FAA launched the Airport Sustainability - Airport Improvement Program (AIP), to provide grants to airports that were willing to invest the time and resources in preparing airport master plans that incorporate sustainability issues. To date, 44 airports have been funded through the FAA Airport Sustainability AIP grant. Six of the 44 airports are in the category of small hub airports as classified by the National Plan of Integrated Airport Systems (NPIAS). The objective of this study is to gain an in-depth understanding of the approaches to sustainability planning used by the six small hub airports in the FAA program. The researcher chose a case study design to conduct an exploratory case study with multiple cases. The results of the study show that the approaches used by the six airports vary depending on the specific airport needs and resources available. Based on the study results, the researcher concludes there are more similarities than differences in the approaches airports have used to incorporate sustainability in the master planning process.</p> </div> <br>

La croissance du trafic aérien a rendu critique l’opération de la gestion des plateformes aéroportuaires. Celle-ci fait appel à de nombreux acteurs (autorités aéroportuaires, compagnies aériennes, contrôle du trafic aérien, prestataires de services, …). Le concept d’Airport Collaborative Decision Making (A-CDM) développé depuis une dizaine d’années est basé sur un partage d’informations opérationnelles en temps réel entre les différents acteurs de la plate-forme, permettant de prendre des décisions en commun pour rechercher une utilisation optimale, en toutes conditions, des capacités de l’aéroport. L’objectif principal de cette thèse est de contribuer à l’organisation de la gestion des opérations d’escale dans une plateforme aéroportuaire. Il s’agit de proposer une structure d’organisation de cette opération qui soit compatible avec l’approche A-CDM. La structure proposée introduit un coordinateur des opérations d’escale (GHC) qui joue le rôle d’interface de communication entre les partenaires de l’A-CDM et les différents gestionnaires des opérations d’escale (GHM). Cette structure hiérarchique permet d’une part de partager des informations avec les partenaires de l’A-CDM et d’autre part d’interagir avec les gestionnaires des opérations d’escale (GHM). Les processus de prise de décision basés sur des heuristiques ont été développés à chaque niveau de l’organisation proposée et sont évalués aussi bien dans le cas de conditions nominales que dans le cas de la présence de perturbations majeures. / The increase of the world air traffic growth of the last decades has generated a permanent challenge for civil aviation authorities, airlines and airports to supply sufficient capacity to provide a safe transportation service with acceptable quality standards. New traffic management practices, such as A-CDM, based on multi-agent and collaborative decision making concepts have been introduced at airports. However, within the turnaround process of aircraft at airports, ground handling management of aircraft has not been developed specifically in the A-CDM approach, even if it has an important role in the fluidity of aircraft operations at airports. The main objective of this thesis dissertation is to contribute to the organisation of the ground handling management at airports. It consists to provide a structure organize the ground handling management compatible with the A -CDM concept. The proposed structure introduces a ground handling coordinator (GHC) which is considered as an interface for communication between the partners of the A -CDM and the different ground handling managers (GHM). This hierarchical structure allows sharing information with partners in the A -CDM on the one side and on the other side, interacting with ground handling managers (GHM). Decision making processes based on heuristics have been developed at each level of the proposed organization and have been also evaluated in the case of nominal conditions and in the case of the presence of major disruptions.

<p>The purpose of this master thesis has been to develop a baggage handling process at Stockholm Skavsta Airport that is cost-efficient, in order to prepare for the expected expansion of the airport. When developing the new process it was a directive to examine the possibilities of using radio frequency identification, RFID, technology and also that the required investment for the new process should have a payback time of no more than two to three years. The current process contains a completely manual sorting activity, which is both costly in terms of personnel and creates some mishandling of baggage due to the human factor. Our recommendation is a baggage handling process that use automatic sorting through RFID technology that eliminates the mishandling of baggage and reduce the personnel costs and at the same time have a payback period of less than three years. The main cost driver is the RFID tag costs and therefore our process is a so called closed-loop system, where the tags are reused several times and require very little work in between uses. The proposed physical layout consists of a drawing of the physical layout of the baggage sorting hall, a description of the RFID system, and the required information system software.</p>

The purpose of this master thesis has been to develop a baggage handling process at Stockholm Skavsta Airport that is cost-efficient, in order to prepare for the expected expansion of the airport. When developing the new process it was a directive to examine the possibilities of using radio frequency identification, RFID, technology and also that the required investment for the new process should have a payback time of no more than two to three years. The current process contains a completely manual sorting activity, which is both costly in terms of personnel and creates some mishandling of baggage due to the human factor. Our recommendation is a baggage handling process that use automatic sorting through RFID technology that eliminates the mishandling of baggage and reduce the personnel costs and at the same time have a payback period of less than three years. The main cost driver is the RFID tag costs and therefore our process is a so called closed-loop system, where the tags are reused several times and require very little work in between uses. The proposed physical layout consists of a drawing of the physical layout of the baggage sorting hall, a description of the RFID system, and the required information system software.