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Auswahl der wissenschaftlichen Literatur zum Thema „Airport governance“
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Zeitschriftenartikel zum Thema "Airport governance"
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Bloch, Jens Hundevad, Krzysztof Janko, Thomas Thessen, Ole B. Jensen und Claus Lassen. „Not all hubs are made equal: A case study of airport governance in Europe“. European Urban and Regional Studies 28, Nr. 3 (05.03.2021): 241–62. http://dx.doi.org/10.1177/0969776421998727.
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The entire aviation industry was severely hit by the COVID-19 pandemic, leaving airplanes stranded and airports empty of the usual hustle. While the full consequences of this crisis are yet unknown, it only adds fuel to the ongoing debates about the future of the aviation sector, including airport capacity and environmental challenges facing many hub airports around Europe. While conventional aviation research describes the development of hub airports as a function of varying geo-economic variables, this research sheds light on the societal underpinnings of the makings of hub airports. From an airport governance perspective, a case study of four European hub airports, representing both expanding and struggling hubs, was conducted. Based on interviews with 31 airport stakeholders from four different countries (i.e. Belgium, Finland, the Netherlands and Switzerland) as well as a review of strategic and policy documents, the authors argue that the development of hub airports and their corresponding governance models is a non-linear process, informed to a great degree by societal and discursive factors. The authors conclude that developing and sustaining a well-functioning hub airport that supports regional development necessitates an active stance from local, regional and national authorities. A clear and strategic governance model is needed, one that is not limited to ownership and regulation questions, but one that guarantees a wide-ranging consensus among airport stakeholders. Finally, the paper provides a perspective on future potentials and challenges facing European hub airports.
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Rotondo, Federico. „Corporate governance and performance: Empirical evidence from Italian airport industry“. Corporate Ownership and Control 9, Nr. 4 (2012): 66–80. http://dx.doi.org/10.22495/cocv9i4art5.
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This paper empirically examines the degree of maturity of corporate governance of Italian airport companies, after about twenty years from the beginning of the reform aimed at the privatization of the industry. Two corporate governance issues are investigated: i) the development of different corporate governance models by different categories of airports; ii) the relationship between corporate governance models and the technical and financial performance of Italian airport companies. For this reason two indexes have been developed to capture two corporate governance features such as decision-making power concentration and alignment to best practices. Then the correlation of corporate governance indexes with the efficiency, measured by using data envelopment analysis (DEA) methodology, is tested on a significant sample of Italian airports
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Olariaga, Oscar Díaz, und Luis Pulido Moreno. „Measurement of Airport Efficiency. The Case of Colombia“. Transport and Telecommunication Journal 20, Nr. 1 (01.02.2019): 40–51. http://dx.doi.org/10.2478/ttj-2019-0004.
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Abstract Since the mid-1990s, Colombia’s main airports (including those with the highest traffic) have been privatized, transferring governance to private operators. The remaining airports in the network (the smallest ones) continue with public governance. Based on this, the objective of this research article is to know, analyse and even measure the airport efficiency in a context of structural reform and at the same time compare this with the measure in airports with public governance. The methodology used to carry out the study is the Data Envelopment Analysis, and this methodology uses only “technical variables” (that is, only those related to infrastructure). The main results of the research reveal higher efficiency indices in the major (or more important) airports, almost all of them under private governance, although there is also a group of them (usually very small airports) with very low efficiency levels.
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Luo, Liangmei, und Xiaohui Wang. „Exploring the Flexible Talent Introduction Mechanism for the Development of Airport industry in G City from the Perspective of Talent Governance“. E3S Web of Conferences 292 (2021): 03008. http://dx.doi.org/10.1051/e3sconf/202129203008.
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Promoting flexible talent introduction is an important part of innovative talent governance, and an effective mechanism to promote the flow of talents and release the vitality of talents. As an airport industry relying on resources such as convenient transportation, advanced logistics and strong radiation effects from large-scale hub airports, its core resources are still human resources. It is a strategic choice for the rapid development of the airport industry to quickly tap and introduce talents and give full play to the advantages of talents. At present, the theoretical and practical circles still lack in-depth discussions on the flexible talent introduction mechanism of the airport industry. This research focuses on the problems and causes analysis of the flexible introduction of talents in the airport industry in G City, and tries to start from the three governance concepts of collaborative governance, dynamic governance and risk governance, and proposes innovations in the talent policy system that promotes flexible introduction of talents, and innovations in talent introduction methods. Flexible introduction of countermeasures and suggestions for risk aversion. Hope to promote the in-depth study of the flexible talent introduction model.
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Deruytter, Laura, und Ben Derudder. „Keeping financialisation under the radar: Brussels Airport, Macquarie Bank and the Belgian politics of privatised infrastructure“. Urban Studies 56, Nr. 7 (14.02.2019): 1347–67. http://dx.doi.org/10.1177/0042098018809912.
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This article explores the financialisation of Brussels Airport following the acquisition in 2004 of a majority stake by the Australian Macquarie Bank. Adopting a variegated capitalism perspective, we argue for a greater sensitivity to the mutually constitutive relation between durable institutional governance structures and financialised practices injected by global investors. The case of Brussels Airport presents an informative case to examine this relation, as Macquarie has had to continuously interact with the Belgian federal state in its different guises of contractor, co-owner and regulator to implement financialisation. While Macquarie indeed brought in risks that are structurally associated with profit making through financial means, the governance of these practices is shaped by the Belgian state’s distinctive and pragmatic approach to infrastructure privatisation: the state enables these practices, but also contests them in case of a direct clash with its interests. Meanwhile, the regulatory environment marks the contradictory meeting point of two varieties of capitalism: while the light-handed regulatory framework is inspired by the UK’s airport industry, the Belgian regulator does not possess similar abilities as a UK regulator, and resultantly, informal negotiations between the stakeholders are more influential in the airport’s governance. The case of Brussels Airport shows that the state plays an active role in constituting global capitalism, yet also shapes how financialisation works out on the ground. To understand the tensions that mark the governance of financialised infrastructure, it is therefore imperative to be sensitive to the local, historical and political trajectories that underwrite the variegated outcomes of financialisation.
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Lootens, Karel Joris Bert, und Marina Efthymiou. „The Adoption of Network-Centric Data Sharing in Air Traffic Management“. Information Resources Management Journal 32, Nr. 3 (Juli 2019): 48–69. http://dx.doi.org/10.4018/irmj.2019070103.
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Network-centric sharing of data between all Air Traffic Management (ATM) stakeholders can improve the aviation network substantially. The System Wide Information Management (SWIM) platform is a platform for the open sharing of all information between aircraft operators, airports, air navigation services providers (ANSPs), and meteorology services, but has struggled to find a following. This article aims to identify the potential reasons for the slow adoption of the SWIM platform, and to investigate how to better communicate its potential. To gain insight into the drivers for each of the stakeholders, a series of semi-structured interviews was conducted with airlines, airports and ANSPs. Moreover, an Airport Collaborative Decision Making (A-CDM) initiative at the airport in Dublin was included as a case study. Recommendations are provided on how to address the results from a governance point of view.
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Lykou, Georgia, Argiro Anagnostopoulou und Dimitris Gritzalis. „Smart Airport Cybersecurity: Threat Mitigation and Cyber Resilience Controls“. Sensors 19, Nr. 1 (21.12.2018): 19. http://dx.doi.org/10.3390/s19010019.
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Airports are at the forefront of technological innovation, mainly due to the fact that the number of air travel passengers is exponentially increasing every year. As a result, airports enhance their infrastructure intelligence and evolve as smart facilities to support growth, by offering an enjoyable travel experience. New challenges are coming up, which aviation has to deal with and adapt to, such as the integration of Industrial IoT (Internet of Things) in airport facilities and the increased use of smart devices from travelers and employees. Cybersecurity is becoming a key enabler for safety, which is paramount in the aviation context. Smart airports strive to provide optimal services in a reliable and sustainable manner, by working around the domains of growth, efficiency, safety and security. This article researches: (a) the implementation rate of cybersecurity measures in commercial airports; (b) malicious threats that evolve due to IoT and smart devices installed; (c) risk scenario analysis for IoT malicious attacks with threat mitigation actions. With the aim to enhance operational practices and develop robust cybersecurity governance in smart airports, we present a systematic and comprehensive analysis of malicious attacks in smart airports, to facilitate airport community comprehend risks and proactively act, by implementing cybersecurity best practices and resilience measures.
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Carney, Michael, und Keith Mew. „Airport governance reform: a strategic management perspective“. Journal of Air Transport Management 9, Nr. 4 (Juli 2003): 221–32. http://dx.doi.org/10.1016/s0969-6997(03)00003-6.
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Gillen, David. „The evolution of airport ownership and governance“. Journal of Air Transport Management 17, Nr. 1 (Januar 2011): 3–13. http://dx.doi.org/10.1016/j.jairtraman.2010.10.003.
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Garriga, Martin, Koen Aarns, Christos Tsigkanos, Damian A. Tamburri und Wjan Van Den Heuvel. „DataOps for Cyber-Physical Systems Governance: The Airport Passenger Flow Case“. ACM Transactions on Internet Technology 21, Nr. 2 (30.04.2021): 1–25. http://dx.doi.org/10.1145/3432247.
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Recent advancements in information technology have ushered a new wave of systems integrating Internet technology with sensing, wireless communication, and computational resources over existing infrastructures. As a result, myriad complex, non-traditional Cyber-Physical Systems (CPS) have emerged, characterized by interaction among people, physical facilities, and embedded sensors and computers, all generating vast amounts of complex data. Such a case is encountered within a contemporary airport hall setting: passengers roaming, information systems governing various functions, and data being generated and processed by cameras, phones, sensors, and other Internet of Things technology. This setting has considerable potential of contributing to goals entertained by the CPS operators, such as airlines, airport operators/owners, technicians, users, and more. We model the airport setting as an instance of such a complex, data-intensive CPS where multiple actors and data sources interact, and generalize a methodology to support it and other similar systems. Furthermore, this article instantiates the methodology and pipeline for predictive analytics for passenger flow, as a characteristic manifestation of such systems requiring a tailored approach. Our methodology also draws from DataOps principles, using multi-modal and real-life data to predict the underlying distribution of the passenger flow on a flight-level basis (improving existing day-level predictions), anticipating when and how the passengers enter the airport and move through the check-in and baggage drop-off process. This allows to plan airport resources more efficiently while improving customer experience by avoiding passenger clumping at check-in and security. We demonstrate results obtained over a case from a major international airport in the Netherlands, improving up to 60% upon predictions of daily passenger flow currently in place.
Dissertationen zum Thema "Airport governance"
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Wong, Kum Leoung. „Network governance in US airport taxicab planning activities“. Thesis, Queensland University of Technology, 2013. https://eprints.qut.edu.au/61732/1/Kum%20Leoung_Wong_Thesis.pdf.
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This thesis examines the use of network governance in US airport transportation planning activities involving taxicab services for airport patrons. The research provides US airports with new insights whereby they can successfully engage with both transportation regulatory agencies and taxicab service providers in developing mutually agreeable policies that foster the development of supply-side taxicab service improvements. A mix of quantitative and qualitative research methods is used to unearth how US airports interact with these actors, and to identify attitudes held by airport staff in their engagements involving airport taxicab planning matters. The research may ultimately lead to the achievement of sustainable increases in the air passenger ground transportation modal share at US airports, resulting in both desirable long-term operational and environmental benefits for airport management, those involved with the provision of airport taxicab services, and the traveling public.
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Chau, Foo-cheong Sidney, und 周富祥. „Application the principles of corporate governance to enhance efficiency of airport security services“. Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2012. http://hub.hku.hk/bib/B5025456X.
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Today, aviation security is at the forefront of public consciousness particularly when they think of their own personal safety. The dramatic and catastrophic attacks of 911, utilizing civil aviation resources has made the world view aviation security with a critical eye. It could be argued that the response by States and individual airports and airlines has been positive and rapid, however the effectiveness has been marginal. Many factors have been proffered as the reason, from ineffective conservative governments, out-dated equipment, old infrastructure to a traditional mind-set that does not always accept change.
Due to the limited scope of this research paper, the author has chosen to concentrate on Corporate Governance and three associated principles, “ethics”, “accountability” and “oversight” to assess the effectiveness of aviation security. This theme was chosen because, in the 1990s the Hong Kong Government considered Corporate Governance was a key ingredients needed for a positive paradigm shift in the way aviation security was implemented at the Hong Kong International Airport (HKIA). Government and the public felt, that the management of the old “Kai Tak” airport in Kowloon prior to 1998 did not adequately consider Corporate Governance as a key ingredient to successful security resulting in long-standing misgivings about the airport’s ability to meet security requirements.
Fortuitously for this research paper, HKIA was relocated from Kowloon to Lantau Island in 1998 and a new Government owned company Aviation Security Company Limited (AVSECO) was set up at that time to provide the security. The Government and the Board of Directors of AVSECO were able to learn from the weaknesses of the old airport and from the outset understood the need for a change in the way the security was provided at the airport. So spurred on by the imminent airport relocation and the establishment of a AVSECO at the new airport, the Government considered it was an ideal time to change the security philosophy and make the new company accountable through good corporate governance.
With this background, the aim of this research paper is to review the standards and recommended practices set by the International Civil Aviation Organization (ICAO), which is a Specialized agency of the UN having the aim of safeguarding civil aviation against actual and threats of ‘unlawful interference to civil aviation’. To do this, there is a literature review and observations from within the aviation industry. This review found that the security measures implemented to enforce the standards and therefore counter the real and emerging threats has been poor throughout the world. The question the industry therefore needs to ask is “If all the experts of the world have joined together (through ICAO) to set the standards to mitigate the risk, why does the public still feel the measures are unrealistic or ineffective in most airports?” Also, “Why, when we know in theory what to do, is it that many airports still fail to stop the threats? “In order to solve this puzzle, the paper critically looks at the international standards and their global implementation. Then, utilizing HKIA as a case study, the paper discusses if good corporate governance is a key to the successful implementation of effective aviation security.
The literature review and analysis of security data collected over the past 6 years at HKIA suggests that good Corporate Governance is in fact a key ingredient for effective security at airports. The limitations of this paper, only allows for the study of three principles of good corporate governance, namely ‘Oversight’, ‘Ethics’ and ‘Accountability’. It goes without saying that there are many other factors that can influence the success or otherwise of the implementation of effective aviation security – for example organizational culture, equipment employed, staff training, quality control, policies and procedures, to name just a few. The paper only discusses these other variables when they directly relate to the three chosen corporate governance principles at HKIA.
To sum up, despite the effective promulgation of international standards, the related effectiveness of the implementation has varied greatly from airport to airport. Many variables, either independently or collectively can be the cause of failure. This paper concentrated only on how the introduction of corporate governance (particularly the three key principles) improved the way HKIA conducted business in relation to Aviation Security forever. The change to good corporate governance did not occur over night and has taken almost 15 years for effective management oversight, company ethics and accountability to become enshrined into the company philosophy. The data reviewed from HKIA, however, does suggest that the transformation has been dramatic and effective, showing that, when emphasized and enshrined into corporate culture, good Corporate Governance will increase the likelihood of success in the on-going fight against unlawful interference against civil aviation.published_or_final_version
Politics and Public Administration
Master
Master of Public Administration
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Qi, Zhao. „The effect of governance structures on airport efficiency performance – the North American case“. Thesis, University of British Columbia, 2011. http://hdl.handle.net/2429/32157.
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Over the last two decades, there have been widespread moves to corporatize, privatize, and deregulate airports around the world. These changes have created a great diversity of airport ownership and governance structures. Against this backdrop, this paper applies a stochastic cost frontier model to examine how the two dominant governance forms of publically owned airports in North America, namely operation and governance by a government branch and by an airport authority, affect airport efficiency performance. The data for this study is taken over the 2002-2008 period from 54 airports in Canada and the US and provided for this thesis in confidence by the ATRS Global Airport Performance Benchmarking Project.
This study sets out to prove that these two types of governance structures can have significant effects on the efficiency performance of airports in North America, with the results showing that (1) the airports operated by an airport authority achieve higher cost efficiency than those operated by a government branch; and (2) the airports operated by a government branch tend to have lower labour share than those operated by an airport authority. Moreover, by separating Canadian and US airport authorities, our study also attempts to determine whether Canadian and US airport authorities differ in their impact on airport (cost) efficiency performance and hence should be considered as different types of airport governance. However, our regression models have not discerned there is any statistically significant difference as to the efficiency performance between airports operated by US and Canadian airport authorities. It seems therefore that US and Canadian airport authorities are similar in nature and should not be considered as different types of airport governance.
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Efthymiou, Marina. „Challenges in aviation governance : implementation of Single European Sky and EU Emissions Trading Scheme“. Thesis, University of West London, 2016. https://repository.uwl.ac.uk/id/eprint/3239/.
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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.
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Stevens, Nicholas John. „Land use planning and the airport metropolis“. Thesis, Queensland University of Technology, 2012. https://eprints.qut.edu.au/60298/1/Nicholas_Stevens_Thesis.pdf.
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Australian airports have emerged as important urban activity centres over the past decade as a result of privatisation. A range of reciprocal airport and regional impacts now pose considerable challenges for both airport operation and the surrounding urban and regional environment. The airport can no longer be managed solely as a specialised transport entity in isolation from the metropolis that it serves.
In 2007 a multidisciplinary Australian Research Council Linkage Project (LP 0775225) was funded to investigate the changing role of airports in Australia. This thesis is but one component of this collaborative research effort. Here the issues surrounding the policy and practice of airport and regional land use planning are explored, analysed and detailed.
This research, for the first time, assembles a distinct progression of the wider social, economic, technological and environmental roles of the airport within the Australian airport literature from 1914 – 2011. It recognises that while the list of airport and regional impacts has grown through time, treatment within practice and the literature has largely remained highly specialised and contained within disciplinary paradigms.
The first publication of the thesis (Chapter 2) acknowledges that the changing role of airports demands the establishment of new models of airport planning and development. It argues that practice and research requires a better understanding of the reciprocal impacts of airports and their urban catchments.
The second publication (Chapter 3) highlights that there is ad hoc examination and media attention of high profile airport and regional conflict, but little empirical analysis or understanding of the extent to which all privatised Australian airports are intending to develop. The conceptual and methodological significance of this research is the development of a national land use classification system for on-airport development. This paper establishes the extent of on-airport development in Australia, providing insight into the changing land use and economic roles of privatised airports.
The third publication (Chapter 4) details new and significant interdependencies for airport and regional development in consideration of the progression of airports as activity centres. Here the model of an ‘airport metropolis’ is offered as an organising device and theoretical contribution for comprehending the complexity and planning of airport and regional development. It delivers a conceptual framework for both research and policy, which acknowledges the reciprocal impacts of economic development, land use, infrastructure and governance ‘interfaces’.
In a timely and significant concurrence with this research the Australian Government announced and delivered a National Aviation Policy Review (2008 – 2009). As such the fourth publication (Chapter 5) focuses on the airport and urban planning aspects of the review. This paper also highlights the overall policy intention of facilitating broader airport and regional collaborative processes. This communicative turn in airport policy is significant in light of the communicative theoretical framework of the thesis.
The fifth paper of the thesis (Chapter 6) examines three Australian case studies (Brisbane, Adelaide and Canberra) to detail the context of airport and regional land use planning and to apply the airport metropolis model as a framework for research. Through the use of Land Use Forums, over 120 airport and regional stakeholders are brought together to detail their perspectives and interactions with airport and regional land use planning. An inductive thematic analysis of the results identifies three significant themes which contribute to the fragmentation of airport and regional and land use planning: 1) inadequate coordination and disjointed decision-making; 2) current legislative and policy frameworks; and 3) competing stakeholder priorities and interests.
Building on this new knowledge, Chapter 7 details the perceptions of airport and local, state and territory government stakeholders to land use relationships, processes and outcomes. A series of semi-structured interviews are undertaken in each of the case studies to inform this research. The potential implications for ongoing communicative practice are discussed in conclusion.
The following thesis represents an incremental and cumulative research process which delivers new knowledge for the practical understanding and research interpretation of airport and regional land use planning practice and policy. It has developed and applied a robust conceptual framework which delivers significant direction for all stakeholders to better comprehend the relevance of airports in the urban character and design of our cities.
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Penso, Hillys. „Planifications stratégiques d'aéroports métropolitains en Amérique du Sud et en Europe de l'Ouest“. Electronic Thesis or Diss., Chambéry, 2021. http://www.theses.fr/2021CHAMA019.
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Les trajectoires des régions en compétitivité décrivent des processus urbains qui intègrent les aéroports àleurs régions. Certaines études théoriques et empiriques soutiennent le rôle des aéroports dans la compétitivitédes villes mondiales en tant que points d'ancrage du développement régional. Les objectifs régionaux cherchentà spécialiser les territoires pour créer de l’attractivité ainsi qu’une vision durable partagée basés sur leséchanges commerciaux et de connaissance.Dans une approche comparative, cette étude met l’accent sur les stratégies de planification territoriale desaires soumises « glocalement » à l’influence aéroportuaire (AIA) en Amérique du Sud et en Europe de l’Ouest.Ces stratégies tentent de définir leurs objectifs, orientations et limites dans de nouvelles configurationsterritoriales des dynamiques du transport, de la croissance économique et de l’emprise environnementale. Ladéfinition de ces zones en développement se trouve confrontée à la mise en place de politiques spéciales et desystèmes de gouvernance particuliers afin de mettre en cohérence une constellation d’acteurs, ainsi que leursoutils d’action et de planification, souvent contradictoires.Les modèles spatiaux hybrides développés entre les réseaux et les territoires promeuvent le marketingurbain. En ayant pour vecteur de planification l’accessibilité et la sélectivité, l’aéroport-ville (1977), l’aérotropolis (2001) et les corridors aéroportuaires (2007) induisent le développent territorial vers unprocessus réglementaire/compensatoire étalé sur une empreinte dynamique. Ces développements axés sur lestransports (TOD en anglais) conduisent à la planification par projets multi-échelles dans une cohérenceterritoriale en quête de légitimité. La comparaison des stratégies cristallise plusieurs types de gouvernanceaéroportuaire en évolution et un système urbain métropolitain en résilienceContemporary urban planning and the evolution of airport infrastructure demonstrate a process of integration ofairports within regions. Theoretical and empirical studies support the airport’s role in the competitiveness of global cities. A historical review of air transport evolution reveals airports as regional development anchors based on commercial and knowledge exchange.A comparative review of South American and Western European airport influence regions (AIRs) and theirfundamental airport planning strategies highlights these new territorial definitions associated with ‘glocal’ airport dynamics. The strategies try to define objectives, orientations and borders created by the territorial configurations of the transport dynamics, economic development and the environmental footprint. The concept of these zones under development is contrasted with the implementation of political and governing structures to develop a coherent constellation of agents and their planning tools, which are often in contradiction.The intensification of economic activities has driven the diversification of airports’ activities towards AIRhybrid-patterns used as urban marketing tools. The vector of regional planning is developed by the treatment ofaccessibility and selective activities that produced the airport city (1977), aerotropolis (2001) and airport corridors (2007). AIR planning evolves as a regulatory/compensatory process of a dynamic footprint. A master plan is not flexible enough to develop airport activity in an uncertain market environment; transport-oriented development (TOD) models lead to multi-scale/multi-layer sectors in dynamic strategic project planning. Further, airport-region models adapt global and local conditions within coordinated governance processes while metropolitan socialecological systems show resilience
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Kassolis, Maria. „Role of governance style, institutional capacity and regulatory culture in the adoption of ISO14001 : the case of Athens International Airport (AIA)“. Thesis, Cardiff University, 2005. http://orca.cf.ac.uk/55579/.
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This thesis examines the development of ISO14001 - an international environmental management standard - within the Greek context. Numerous organisations in Greece are adopting schemes for environmental management, but the analysis examines the processes of adopting and implementing ISO14001 in a single organisation, by examining in-depth an international airport's participation in ISO14001. The rationale for this approach is to understand the "diffusion" of a notionally global policy instrument, by investigating the way in which ISO14001 is implemented in particular national settings through the concepts of institutional capacity, regulatory culture and governance style. The social and institutional aspects of environmental management are crucial here: in any policy implementation situation, in spite of complex mechanisms seeking to deliver more sustainable activities, there are likely to be disputable outcomes in the implementation of the scheme. In particular this research illustrates the ambiguous nature of the institutionalisation process itself and of the uncertain power available to states and other bodies to implement ISO14001. The findings illuminate the balance of forces promoting ISO14001 in Greece, where multi-national companies and supply-chain pressure are being joined by assertive - if not always effective - state action. The research identifies possible tensions between government policies, business initiatives and the growth of voluntarism as a force for better environmental management in Greece. The shift of certification from the state to private sector promoted by perceived deficiencies in Greek domestic institutional capacity facilitates the diffusion of ISO14001, albeit that it is seen more as a prerequisite of economic growth, rather than a significant force for environmental improvement. This thesis critically evaluates these trends and argues for environmental management engaging with competitiveness and market pressures. Indeed ISO14001 has become a "commodity" in the market for global credibility. With public infrastructure projects at least, state legislative action is important in mandating the use of such 'voluntary tools', raising further questions about the motivation. Market forces by themselves seem less able to undertake the required changes in environmental policy. It is shown that to facilitate environmental responsibility, proper institutional and cultural arrangements must be established and executed by the government and the wider society.
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Donnet, Timothy. „The governance of inter-organisational decision-making : understanding the impacts of informal networks on formal decision-making regimes in the Brisbane Airport region“. Thesis, Queensland University of Technology, 2012. https://eprints.qut.edu.au/55206/1/Timothy_Donnet_Thesis.pdf.
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Airports and cities inevitably recognise the value that each brings the other; however, the separation in decision-making authority for what to build, where, when and how provides a conundrum for both parties. Airports often want a say in what is developed outside of the airport fence, and cities often want a say in what is developed inside the airport fence. Defining how much of a say airports and cities have in decisions beyond their jurisdictional control is likely to be a topic that continues so long as airports and cities maintain separate formal decision-making processes for what to build, where, when and how. However, the recent Green and White Papers for a new National Aviation Policy have made early inroads to formalising relationships between Australia’s major airports and their host cities. At present, no clear indication (within practice or literature) is evident to the appropriateness of different governance arrangements for decisions to develop in situations that bring together the opposing strategic interests of airports and cities; thus leaving decisions for infrastructure development as complex decision-making spaces that hold airport and city/regional interests at stake.
The line of enquiry is motivated by a lack of empirical research on networked decision-making domains outside of the realm of institutional theorists (Agranoff & McGuire, 2001; Provan, Fish & Sydow, 2007). That is, governance literature has remained focused towards abstract conceptualisations of organisation, without focusing on the minutia of how organisation influences action in real-world applications. A recent study by Black (2008) has provided an initial foothold for governance researchers into networked decision-making domains. This study builds upon Black’s (2008) work by aiming to explore and understand the problem space of making decisions subjected to complex jurisdictional and relational interdependencies. That is, the research examines the formal and informal structures, relationships, and forums that operationalise debates and interactions between decision-making actors as they vie for influence over deciding what to build, where, when and how in airport-proximal development projects.
The research mobilises a mixture of qualitative and quantitative methods to examine three embedded cases of airport-proximal development from a network governance perspective. Findings from the research provide a new understanding to the ways in which informal actor networks underpin and combine with formal decision-making networks to create new (or realigned) governance spaces that facilitate decision-making during complex phases of development planning. The research is timely, and responds well to Isett, Mergel, LeRoux, Mischen and Rethemeyer’s (2011) recent critique of limitations within current network governance literature, specifically to their noted absence of empirical studies that acknowledge and interrogate the simultaneity of formal and informal network structures within network governance arrangements (Isett et al., 2011, pp. 162-166).
The combination of social network analysis (SNA) techniques and thematic enquiry has enabled findings to document and interpret the ways in which decision-making actors organise to overcome complex problems for planning infrastructure. An innovative approach to using association networks has been used to provide insights to the importance of the different ways actors interact with one another, thus providing a simple yet valuable addition to the increasingly popular discipline of SNA. The research also identifies when and how different types of networks (i.e. formal and informal) are able to overcome currently known limitations to network governance (see McGuire & Agranoff, 2011), thus adding depth to the emerging body of network governance literature surrounding limitations to network ways of working (i.e. Rhodes, 1997a; Keast & Brown, 2002; Rethemeyer & Hatmaker, 2008; McGuire & Agranoff, 2011).
Contributions are made to practice via the provision of a timely understanding of how horizontal fora between airports and their regions are used, particularly in the context of how they reframe the governance of decision-making for airport-proximal infrastructure development. This new understanding will enable government and industry actors to better understand the structural impacts of governance arrangements before they design or adopt them, particularly for factors such as efficiency of information, oversight, and responsiveness to change.
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Lochun, Dharmanand. „La sécurité du transport aérien face à la libéralisation du marché des services aéroportuaires : la recherche d'une gouvernance adaptée“. Thesis, Aix-Marseille, 2016. http://www.theses.fr/2016AIXM2017.
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La libéralisation du marché du transport aérien européen a également conduit à l'ouverture du marché d'assistance en escale aéroportuaire dont le domaine d'activité est très sensible à la pression économique, ce qui peut avoir des conséquences sur la sécurité. Ce nouveau marché d’opérateurs privés se retrouve ainsi avec une multitude de contrats de délégation de pouvoir. Dès lors, l’attribution de la responsabilité des évènements indésirables devient complexe et le coût de la gestion de la sécurité ou de l’insécurité devient très élevé. Dans cette thèse, nous analysons un système fait de réseaux de délégations de pouvoir au travers la contractualisation des transactions de prestations d'assistance, sur ce marché nouvellement libéré. Nous démontrons les causes, les limites et les insuffisances de formes d’organisations regroupées aujourd’hui sous le vocable de « gouvernance », afin de mieux maîtriser cet impératif absolu dans le transport aérien qu’est la sécurité. Nous recherchons également l’explication d’une éventuelle dichotomie entre le coût de la production des services d'assistance en escale et le coût de la sécurité des aéronefs, des passagers, du personnel et de l’infrastructure. Afin d’atteindre une gouvernance améliorée de ce système d’enchevêtrement de contrats, ce travail de recherche apporte un certain éclaircissement, une analyse et ouvre des perspectives opérationnelles à partir de quelques voies de réflexions, tout en conciliant le coût avec le gain engendré par ce dernier systèmeThe liberalization of the European air transport market has also led to the opening of the airport ground handling market whose field of activity is very sensitive to economic pressure that can have safety impact. This new market of private operators is thus left with a multitude of power-delegated contracts. Therefore, attributing responsibility of adverse events becomes complex and the cost of managing safety very high. In this thesis, we analyze a system of delegations being able to network through contracting of ground handling services transactions, on this newly released market. We demonstrate the causes, the limits and the shortcomings of form of organizations - so called today “governance” - to better control the absolute parameter in the air transport, which is safety. We also look for explanations of a possible dichotomy between the cost of production of ground handling services and the cost of safety of aircrafts, passengers, staff and infrastructures. In order to achieve improved governance of this system, this research provides some clarifications and analysis and opens operational perspectives for an appropriate model of safety while balancing cost of safety with the gain generated by the latter
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Lévy, Lisa. „L'improvisation en aménagement du territoire : d'une réalité augmentée aux fondements d'une discipline pour l'action ? : enquête sur un projet interdépartemental (le pôle Orly)“. Phd thesis, Université de Grenoble, 2013. http://tel.archives-ouvertes.fr/tel-01001827.
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Face à une crise de la planification avérée depuis plusieurs décennies, l'aménagement peine à renouveler ses méthodes et outils, ainsi qu'à relever le défi de l'action dans un monde incertain. Toutefois, impulsés par des formes de gouvernance inédites, des objets territoriaux non identifiés apparaissent, théâtres de modalités d'action et de territorialités qui échappent au cadre de la planification et à l'institutionnalisation. Le Pôle d'Orly, projet interdépartemental, en est un exemple. C'est en le suivant au quotidien pendant quatre ans, au Conseil général de l'Essonne, que cette thèse s'est construite autour de l'idée que l'improvisation peut éclairer la nature de l'action et du territoire en jeu et permettre de comprendre leur pertinence et leur efficacité propres. En élargissant l'enquête à l'ensemble des projets d'aménagement du CG, une trajectoire commune est apparue, dessinant les contours d'un modèle d'action improvisée. Ambiguïté, équivoque, indétermination et éphémère en sont des propriétés centrales. Caractérisée par une intentionnalité et une créativité partagées qui ne distinguent plus entre composition et exécution, l'improvisation s'appuie sur la construction du sens et des finalités dans le cours de l'action et rétrospectivement, issue de l'interaction entre leader et partenaires, joue avec un horizon d'attente et multiplie les effets latéraux. L'analyse des compétences déployées par les chefs de projet a par ailleurs permis d'identifier les bases d'une discipline de l'action improvisée. Celle-ci porte l'attention sur des qualités et des valeurs associées à l'écoute, la prévoyance, la confiance, l'engagement, dans une logique de don et de croyance, au cœur des échanges avec les partenaires et de l'engagement réciproque au service du projet.
Bücher zum Thema "Airport governance"
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Airport Governance and Ownership. Washington, D.C.: Transportation Research Board, 2009. http://dx.doi.org/10.17226/23010.
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Knippenberger, Ute. Regionale Governance des Funktionswandels Von Flughäfen: Eine Analyse Am Beispiel der Airport City Frankfurt Am Main. VS Verlag fur Sozialwissenschaften GmbH, 2012.
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Knippenberger, Ute. Regionale Governance des Funktionswandels von Flughäfen: Eine Analyse am Beispiel der "Airport City" Frankfurt am Main. VS Verlag für Sozialwissenschaften, 2012.
Den vollen Inhalt der Quelle findenBuchteile zum Thema "Airport governance"
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Forsyth, Peter, Jürgen Müller, Hans-Martin Niemeier und Cathal Guiomard. „Changing airport governance and regulation“. In Air Transport and Regional Development Policies, 49–80. 1 Edition. | New York City : Routledge, 2020.: Routledge, 2020. http://dx.doi.org/10.4324/9781003092070-4.
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Griggs, Steven, und David Howarth. „Airport Governance, Politics and Protest Networks“. In Democratic Network Governance in Europe, 66–88. London: Palgrave Macmillan UK, 2007. http://dx.doi.org/10.1057/9780230596283_4.
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Özcan, İsmail Çağrı. „Do the Companies Benefit from Improved Disclosure Performance? Evidence from the Airport Industry“. In Accounting, Finance, Sustainability, Governance & Fraud: Theory and Application, 113–24. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-33-6808-8_7.
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Domenico, Trifilò, Ragusa Eliana, Alessandro Di Graziano und Arcidiacono Claudia. „Contribute of Digital Information Modelling to Territorial Governance and Airport Safety Interaction Management“. In AIIA 2022: Biosystems Engineering Towards the Green Deal, 1257–66. Cham: Springer International Publishing, 2023. http://dx.doi.org/10.1007/978-3-031-30329-6_130.
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Hornig, Eike-Christian. „On Cross-Level Responsiveness in Multilevel Politics: A Comparison of Airport Expansions in Germany, Switzerland and the UK“. In Configurations, Dynamics and Mechanisms of Multilevel Governance, 273–92. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-05511-0_15.
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Luo, Liangmei, Xiaohui Wang und Fei Lei. „Exploring the Flexible Talent Introduction Mechanism for the Development of Airport Industry in G City from the Perspective of Talent Governance“. In Atlantis Highlights in Intelligent Systems, 1097–106. Dordrecht: Atlantis Press International BV, 2022. http://dx.doi.org/10.2991/978-94-6463-030-5_109.
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Forsyth, Peter, Jürgen Müller und Hans-Martin Niemeier. „Changing Governance and Regulation of Airports: A Comparison of Austria, Denmark, Italy, Hungary, Portugal, and Spain“. In Economic Regulation of Urban and Regional Airports, 397–422. Cham: Springer International Publishing, 2023. http://dx.doi.org/10.1007/978-3-031-20341-1_17.
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Aaltola, Mika. „Compassions at International Airports: The Hub-and-Spoke Pedagogy of the American Empire“. In Western Spectacle of Governance and the Emergence of Humanitarian World Politics, 107–26. New York: Palgrave Macmillan US, 2009. http://dx.doi.org/10.1057/9780230622104_5.
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Molnar, Petra. „Territorial and Digital Borders and Migrant Vulnerability Under a Pandemic Crisis“. In Migration and Pandemics, 45–64. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-81210-2_3.
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AbstractPeople on the move are often left out of conversations around technological development and become guinea pigs for testing new surveillance tools before bringing them to the wider population. These experiments range from big data predictions about population movements in humanitarian crises to automated decision-making in immigration and refugee applications to AI lie detectors at European airports. The Covid-19 pandemic has seen an increase of technological solutions presented as viable ways to stop its spread. Governments’ move toward biosurveillance has increased tracking, automated drones, and other technologies that purport to manage migration. However, refugees and people crossing borders are disproportionately targeted, with far-reaching impacts on various human rights. Drawing on interviews with affected communities in Belgium and Greece in 2020, this chapter explores how technological experiments on refugees are often discriminatory, breach privacy, and endanger lives. Lack of regulation of such technological experimentation and a pre-existing opaque decision-making ecosystem creates a governance gap that leaves room for far-reaching human rights impacts in this time of exception, with private sector interest setting the agenda. Blanket technological solutions do not address the root causes of displacement, forced migration, and economic inequality – all factors exacerbating the vulnerabilities communities on the move face in these pandemic times.
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Langlois, David J. „Canadian Airport Authorities“. In Policy Success in Canada, 438–56. Oxford University PressOxford, 2022. http://dx.doi.org/10.1093/oso/9780192897046.003.0022.
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Abstract By 1984 the operation of Canada’s major airports was costing the federal government over $750 million a year which was increasingly not politically acceptable. Starting in 1985 the response was to create local nonprofit Canadian airport authorities. By 2008, 21 airport authorities had achieved far more success than initially expected. Since 1992 they have spent over $32 billion in infrastructure development. They employ almost 100,000 people directly and indirectly in airport operations, spend almost $7 billion a year in local economies, and contribute $400 million a year to the General Revenue Fund. This remarkable success has been in place for thirty years. The governance framework and accompanying management and oversight rules under which the airport authorities operate have not fundamentally changed since 1992, even though designing and implementing the reform proceeded across Liberal and Conservative governments. Creating public policy is usually long, tedious, and fraught with pitfalls and traps. In this case policy development was undertaken in an unusual manner, having to contend with impatient political leaders and extremely conservative and suspicious public bureaucrats who saw this as a threat to their domains. This chapter tells the story of the creation of Canada’s airport authorities and the innovative administration and policy development that allowed that to occur.
Konferenzberichte zum Thema "Airport governance"
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Geambazu, Serin. „"Yeni Instanbul": the expansion of a global city“. In 55th ISOCARP World Planning Congress, Beyond Metropolis, Jakarta-Bogor, Indonesia. ISOCARP, 2019. http://dx.doi.org/10.47472/mwhr1573.
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The spread of neo-liberal political and economic ideology and the proliferation of global capital have created new opportunities and challenges for cities everywhere (Sassen 2012). Within the urban planning discourse, it is generally assumed that globalization leads to the same type of transformations and urban development trends everywhere in the world. However, it cannot create a certain prototype for spatial development or a new spatial order for cities. Rather, it gives a variety of spatial patterns, also called "global urban forms". Recently, these forms have identified themselves spatially within a series of "mega-projects", their intensity being felt in today's global cities, North-American and West-European, but with a domino effect, especially in the cities situated at the periphery of these capitalist economies. Total global megaproject spending is assessed at USD 6-9 trillion annually, or 8 percent of total global GDP, which denotes the biggest investment boom in human history. Never has systematic and valid knowledge about mega projects therefore been more important to inform policy, practice, and public debate in this highly costly area of business and government. It is argued that the conventional way of managing mega projects has reached a "tension point," where tradition is challenged and reform is emerging (Flyvbjerg, 2011). These kind of projects often take place within fragmented and entrepreneurial forms of governance (Harvey 1989; Healey 1997; Gordon 1997a, 1997b; Feldman 1999; Feinstein 2001; Granath 2005; Butler 2007) represented by public-private partnerships, in a societal environment of increased capital mobility and inter-urban competition (Malone 1996). Hence, it is argued, that mega projects have been examples of new governance styles and policy targets, but also object of intensive local planning debates and conflicts based on different actors (authorities, planners, residents, environmental groups, developers, etc.) holding an equal number of views (Hoyle, 2002) which are often difficult to reconcile. Strongly linked to the 2023 Vision of Turkey, the 3rd airport, Istanbul Airport is one of the mega projects that will bring Turkey among top 10 economically powerful countries. Istanbul Airport distinguishes itself from a myriad of other build-operate-transfer projects by its governance dynamics and planning process. The study employs discourse analysis through which extracts lesson from the decision-making process that will inform planners in Istanbul and beyond.