Meet out new editor Dr. Michel van Wijk

michel van wijkWe are happy to announce that Michel van Wijk has joined the Aerlines Team. He has become a member of our editorial staff.

Michel van Wijk was born on May 7, 1977 in Huizen, the Netherlands. From 1995 to 2001 he studied and graduated as M.A. in Urban and Regional Planning at the University of Amsterdam. This includes an E.U. INTERREG internship at Kolpron Consultants in Rotterdam. Furthermore, he was an exchange student at the Technical University of Berlin in 1999. Extracurricular activities included organising international student trips, conferences and excursions. From 1999 to 2001 Michel van Wijk was enrolled in the master’s program of International Affairs in the University of Amsterdam, which helped to develop his interest in academic research. This led to an appointment as Ph.D. student in Urban and Regional Planning at Utrecht University (2001-2006). The first years of research were spent at Ecorys Nederland in Rotterdam, and for three months at the J.W. Goethe University in Frankfurt am Main (2003). From 2004 to 2006 he was a research student at Hitotsubashi University in Tokyo, including a five-months Japanese language course. After defending his PhD thesis in January 2007, Michel works as a project manager at Schiphol Area Development Company. He joined the editorial team of Aerlines mid 2009.

You can read his full PhD thesis below:


The Regional Impact of Airports: How Can We Measure It?

by: Dr. Robert Malina and Christoph Wollersheim

wollersheimIn most countries, the majority of airports depend on public funding. Local politicians, airport managers and other advocates of regional aviation habitually justify their intentions by referring to studies that demonstrate the importance of the particular airport for the regional economy. There does not seem to be a clear consensus. In this paper, we therefore analyze the strengths and weaknesses of the three major approaches and their applicability to the quantification of the economic impact of airports.

Assessing the Economic Importance of Airports and the Air Transport Cluster in Belgium

By Franziska Kupfer and Frédéric Lagneaux

antwerp airportIn the past few years, the logistics business has come to play a significant role in creating added value in the Benelux. Air transport and airports in particular are driving forces in this context, not only in terms of business generated within the air transport cluster, but also in terms of airports’ attractiveness. A close look at the top 20 cargo airports in Europe in 2006, shows us that three of the six Belgian airports are included in that list. Brussels Airport and Liège Airport occupy places 6 and 8 respectively, while Ostend-Bruges Airport ranks 20th. Moreover, in 2006, Brussels Airport was the 21st largest passenger airport in geographical Europe with 16.7 million passengers, and 19th within the EU. Both passenger and cargo rankings are spearheaded by the international airports of London Heathrow, Paris Charles de Gaulle, Frankfurt and Amsterdam Schiphol, which form the so-called “FLAP quadrangle”, at the centre of which lies Belgium. With six airports situated in a small country like Belgium, the question arises as to what economic effect those airports have on the Belgian economy. An estimate of the economic effect of the Belgian airports and air transport cluster was calculated in the National Bank of Belgium (NBB) Working paper No. 158, entitled “Economic Importance of Air Transport and Airport Activities in Belgium”, which was published in March 2009, and which forms the basis of this article.

All For One – Factors for Alignment of Inter-Dependent Business Processes at KLM and Schiphol

By Rolf P. Perié

KLM_SchipholAs airline and hub competition becomes fiercer, airline-airport co-operation becomes a necessary option for both main carrier airlines and hub airports to face this competition together. The inter-dependency between airlines and airports in producing air-transport services is tight, i.e. their destinies are inter-twined. Their existence as viable economic entities depends upon market performance of each other. This leads to the assumption that the relation of airlines – airports serves as an example case for dyadic alignment.

Although research has been carried out regarding many forms of co-operation, little is known about specifically alignment at the business process level. By alignment of their interdependent dyadic business processes competitive advantage can be obtained; both KLM and AAS have acknowledged this.

The aim of this research is to determine Factors for Alignment for specific inter-dependent business processes at KLM and AAS. For research purposes the research question is formulated as follows:

Which are the factors for alignment of dyadic business processes at KLM and AAS?

Answers to this research question are to increase the understanding of the effect of different factors upon alignment. This research has a theoretical as well as a practical value. It develops a theoretical Delft Factors for Alignment (DFA) model. This enables subsequent development of analysis tools that quantitatively and qualitatively measure the performance of Factors for Alignment. For practical purposes, it identifies issues and maps differences and similarities present between KLM and AAS within their specific dyadic business processes. These dyadic processes are Environmental Capacity, Network Planning, Infrastructure Planning and Aircraft Stand Allocation.

This research is based upon the assumption that alignment of the dyadic business processes of KLM and AAS is achieved by addressing the issues affecting alignment regarding various subjects within each business process, as indicated by employees of these firms. By making use of interviews and questionnaires within both firms it is found that the issues present within four dyadic business processes of these firms, at three different levels of decision making, can be modeled by the developed DFA model. The model identifies the most potential of Factors for Alignment of their dyadic business processes. It is proven that the DFA model is a diagnostic tool in finding the Factors for Alignment of dyadic business processes of KLM and AAS by creating a structured ordering of the issues by interviews and questionnaires.

The research question, as formulated above, is answered by primary and secondary Factors for Alignment per business process. This also implies that the DFA model is effective for analysis of dyadic business processes.

The research methodology has proven to be viable. This would encourage application for research of other dyadic business processes at KLM and AAS, which could also strengthen their competitive advantage.

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