Recently, there has been much interest in measuring the environmental impact of short-to-medium-haul flights. Emissions of CO2 are usually measured to consider the environmental footprint, and CO2 calculators are available using different types of approximations. We propose analytical models calculating gate-to-gate CO2 emissions and travel time based on the flight distance and on the number of available seats. The accuracy of the numerical results were in line with other CO2 calculators, and when applying an analytical fitting, the error of interpolation was low. The models presented the advantage with respect to other calculators of being sensitive to the number of available seats, a parameter generally not explicitly considered. Its applicability was shown in two practical examples where emissions and travel time per kilometre were calculated for several European routes in a simple and efficient manner. The model enabled the identification of routes where rail would be a viable alternative both from the emissions and total travel time perspectives.

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This paper is dedicated to the structure of airline networks as a sink of efficient airline operations. Parameters of complexity were derived and mirrored on level of service as well as efficiency parameters. Airlines usually considerers an operational overhead to predict the total flight operation cost. This parameter includes the expected cost for disruptions and delays. When an airline has to mobilize an aircraft in a base for recovering the service or for breaking an emergent dynamic, then it is running extra costs. The cost of managing complexity in the airline industry has a direct impact on profit and loss account. Therefore, this paper presents an integrated approach to evaluate this cost, based on padding and aircrafts dedicated to recover disruptions. Finally, some additional indicators are derived to evaluate reliability improvement as part of complex performance.

Los aeropuertos son fuente de prosperidad económica, pero los aeropuertos principales de muchas ciudades están llegando al límite de su capacidad. Frente a las dificultades de expandirlos, el desarrollo de sistemas multiaeropuerto puede ser un mecanismo para adaptarse a la presión de la demanda. Sin embargo, los sistemas multiaeropuerto son difíciles de desarrollar, ya que no existe una tipología clara y dependen de particularidades locales. Por otro lado, y seguramente sea lo más relevante, las aerolíneas tienen pocos incentivos para operar en aeropuertos secundarios. En un mercado liberalizado, las aerolíneas siempre tenderán a concentrar su actividad en el aeropuerto principal. En este artículo presentamos estos principios básicos de funcionamiento que hacen de los sistemas multiaeropuerto un equilibrio difícil, aunque interesante de tratar de conseguir.