Self-education of agents in the Multi-Airport Logistics System: A multiple cases study

Shen, Danyang; Rankin, William; Le, Meilong

doi:10.3233/jifs-169114

Cited by 6 publications

(8 citation statements)

References 19 publications

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“…The two major airports in the New York metropolitan area were found to be important in handling a large portion of freight [34]. In a related study, Shen et al [36] analysed the concept of a multi-airport logistics system (MLS), which exists in territories that have multiple airports. An MLS is a complex formed by an integrated set of airports, logistics parks and free-trade zones encompassing various components of the air cargo industry.…”

Section: Metropolitan Areas and Regions As Logistics Hubsmentioning

confidence: 99%

“…In light of the interest in airports, as epitomised by the models of airport-led development, there is a wide range of studies on the positioning of logistics facilities relative to airports. The literature can be classified into three overlapping themes, namely: the concentration of logistics facilities in the vicinity of airports ; metropolitan areas and regions as logistics hubs [34][35][36][37]; and the airfreight catchment of airports [38][39][40][41][42].…”

Section: Introductionmentioning

confidence: 99%

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Spatial Configuration of Logistics Firms Relative to Cape Town International Airport, South Africa

Mokhele

2022

Logistics

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Background: A multi-faceted analysis of the positioning of logistics facilities relative to airports is a topical aspect of the interconnections between transport infrastructure and the spatial configuration of economic activities. Regardless of the wide range of studies that exist on the topic, little is known about the logistics catchment of airports. Towards extending the literature, the objective of the paper is to analyse the spatial configuration of logistics firms relative to Cape Town International Airport (CTIA) in South Africa. Methods: The inclination of logistics facilities to locate in industrial areas is widely acknowledged in the literature. As such, the data on the main industrial and economic nodes in the City of Cape Town metropolitan area were obtained from the City of Cape Town municipality and used to ascertain the extent of the industrial areas across the metropolitan area. The resultant geographic information system (GIS) shapefile of the industrial and economic nodes was used to obtain the logistics firms’ data from AfriGIS. Following the cleaning of the data from AfriGIS, ArcGIS 10.8 and QGIS 3.16 were used for spatial analysis (buffer, kernel density and network analysis) to establish the spatial configuration of the logistics firms relative to CTIA. Results: The results showed that of the 985 logistics firms in the metropolitan area, 937 were located within 20 km of CTIA. Furthermore, the kernel density results showed that high density values were found in the environs of the Cape Town central business district (CBD), Port of Cape Town and Milnerton. The results of the network analysis indicated that the furthest firm was 50 km and 64 min away on the shortest route to CTIA, while it was 55 km and 49 min away on the fastest route. Conclusions: Relative to the literature, the results show that CTIA has the potential to facilitate the emergence of a logistics hub at the city or metropolitan scale.

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Section: Metropolitan Areas and Regions As Logistics Hubsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Spatial Configuration of Logistics Firms Relative to Cape Town International Airport, South Africa

Mokhele

2022

Logistics

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“…As long as an airport can continue to meet passenger demand in the metropolitan region, there is no need to create a secondary airport [13]. The distance from the airport to the heart of the metropolitan region is calculated as shown in Figure 1 [14].…”

Section: Metropolitan Citymentioning

confidence: 99%

“…Total runway capacity per hour is 34 (thirty four) movements, with an average composition of 28 (twenty eight) movements for regular, 1 (one) movement for irregular, and 5 for TNI AL military exercises; and departure terminal capacity is 4,758 passengers per hour. While Abdul Rachman Saleh Airport operates for fourteen (14) hours per day, the runway capacity per hour for routine take-off is six (6) operations, and the departure terminal capacity is 531 (five hundred and thirty one) passengers per hour. By using data from number of flight routes and frequency of existing flights, the simulation results are shown in Tables 7 and 8 for Juanda International Airport and Abdul Rachman Saleh Airport respectively.…”

Section: Multiple Airport Demand Allocation Modelmentioning

confidence: 99%

Multi-Airport System Development Model: Case Study of Airports in Indonesia

Adisasmita

Caroles

2022

Civ Eng J

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Indonesia's air transportation business has grown substantially to suit the community's transportation needs. An increasing number of people travel by airline each year. By way of secondary and tertiary multiplier effects, the intensifying competition between airport services provided in neighboring regions is likely to have a multiplier influence on a territory. Simultaneously, airport services that are more competitive are focused on areas with rising economic growth in sectors like tourism. MAS is an airport system consisting of at least two airports within a metropolitan area that support civil aviation. MAS includes both big and small airports. MAS is the development of an air transportation system to suit the growing demand for air transportation services. As an example of an integrated multi-model airport design in Indonesia, this research will examine Juanda International Airport, Surabaya, as the major airport and Abdul Rachman Saleh Airport as the secondary airport. In order to establish an integrated multi-modal airport in Indonesia, it is necessary to adopt a multi-airport system. This study's airport location is in East Java Province and includes two airports: Juanda International Airport and Abdul Rachman Saleh Airport. The Juanda International Airport is situated in Sedati, Sidoarjo, whilst the Abdul Rachman Saleh Airport is in Pakis, Malang Regency. Using modelling findings and final passenger statistics, airport capacity in 2045 is determined. The results demonstrated the necessity for more comprehensive points in the MADAM simulation used in this research study, which can estimate a number of crucial parameters. Doi: 10.28991/CEJ-SP2021-07-013 Full Text: PDF

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“…The two major airports in the New York area were found to be especially crucial in processing a large percentage of cargo (Rodrigue 2003). In a similar study, Shen, Rankin and Lee (2016) analysed the concept of multi-airport logistics system (MLS), which is found in territories that accommodate several airports. MLS denotes a network established by a unified group of airports, logistics parks and free/ foreign trade zones encompassing different aspects of the air cargo industry.…”

Section: Metropolitan Areas and Regions As Logistics Hubsmentioning

confidence: 99%

The geography of logistics facilities relative to airports: Taxonomy of literature and research agenda

Mokhele

2022

Journal of Transport and Supply Chain Management

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The objectives of the study are two-fold, namely to establish the typology of literature on the locational patterns of logistics facilities relative to airports, and to identify gaps that require more attention towards analysing and appropriately planning for the location of airfreight-related facilities. Method:To identify relevant studies, the article is based on snowballing method, which was supplemented with the search on the Internet databases of Academic Search Premier and Google Scholar, using 'logistics and airports' as keyword sieve. Following the perusal of titles and abstracts, 58 studies were reviewed. Results:In establishing the typology of literature, a number of overlapping streams were identified, namely international locational patterns of logistics facilities, airfreight catchment of airports, concentration of logistics facilities in the vicinity of airports, and metropolitan areas and regions as logistics hubs. Conclusion:A comprehensive understanding of the geography of logistics facilities is required so as to anticipate and appropriately cater for the growing flow of goods. Informed by the analysis of literature, areas for future research include the determination of airfreight facilities (from logistics facilities in general) as well as analysis of the airfreight catchment of airports.

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Self-education of agents in the Multi-Airport Logistics System: A multiple cases study

Cited by 6 publications

References 19 publications

Spatial Configuration of Logistics Firms Relative to Cape Town International Airport, South Africa

Spatial Configuration of Logistics Firms Relative to Cape Town International Airport, South Africa

Multi-Airport System Development Model: Case Study of Airports in Indonesia

The geography of logistics facilities relative to airports: Taxonomy of literature and research agenda

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