Airports as Cityports in the City Region by Michel van Wijk

Book Review by Anne Graham

Spatial-economic and institutional positions and institutional learning in Randstad Schiphol (AMS), Frankfurt Rhein-Main (FRA), Tokyo Haneda (HND) and Narita (NRT).  

A growing number of airports are developing as major cityports within their respective cityregions, yet literature related to the spatial-economic and institutional position of these airports is rare. By looking into three detailed case studies in the Netherlands, Germany and Japan, Michel Van Wijk provides many new fascinating insights about this topic. 

Substitution Opportunities of High Speed Train for Air Transport

By: Peter Jorritsma

air-rail-substitutionThis paper describes the opportunities for substitution between air travel from Amsterdam Airport and the high-speed train to main destinations in Europe. First, the relevant factors influencing the substitution from airplane to high-speed train are discussed. Second, the present situation and future trends in supply and demand in the railway and air markets are described. Finally, an estimate of the potential substitution in 2020, based on available sources, is presented on the routes Amsterdam-Brussels, Amsterdam-Paris and Amsterdam-London.

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Business Process Redesign at Amsterdam Airport Schiphol

pax_processDespite the current economic downturn, Amsterdam Airport Schiphol expects that between 2020 and 2025 approximately 70 million people per year will use the Dutch airport. While the terminal complex has expanded tremendously over the past forty years, further options for expansion in the current geographical context are limited. Any solution must therefore fit within the contours of the existing terminal complex. The authors of this paper discuss the redesign program of the passenger process by answering their research question: to what extent does the program increase the efficiency of passenger service processes and the level of perceived service quality?

Co-written with Betty Samola

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The Dilemma of Noise Pollution: Commentary on Alders Roundtable

In the Netherlands, the parties that determine the future of the national hub Schiphol Airport have been wrestling for decades with the dilemma that growth means more noise pollution, at least in the short term. In a new effort to reconcile the irreconcilable, the Dutch Cabinet asked former minister Hans Alders to devise a plan for making future controlled growth of the airport possible, and to do this in co-operation with interested parties such as the airport and inhabitants of the surrounding municipalities. Last October, this ‘Alders-table’ delivered its report. Highlights are that Schiphol should be allowed to grow to 510.000 aircraft movements in 2020 (430.000 in 2007) and that the present legally set noise control instruments be replaced by a constellation of agreements between the airports and the people living around it.

Development of Airport Regions: Varieties of Institutions in Schiphol and Frankfurt

By Michel van Wijk

1-ehameddfIn the era of globalization, airports are rapidly developing as new economic centers of the cityregion. Despite internationally comparative economic trends and the challenge of urban planning this brings along, the institutional conditions for the actors involved remain rather local. Development agencies are set up for spatial-economic development of the airport region. A closer look at regional development agencies in the cases of Amsterdam (Schiphol Area Development Company) and Frankfurt (Rhein-Main Verkehrsverbund) illustrates great varieties in institutional systems, and in their impact on planning. Both celebrated their anniversaries recently. What have been the results so far, and how can each learn from the other in order to integrate infrastructure and land supply in planning in the context of changing governance structures in finding a balance between exploiting and protecting the airport area?

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3.1 – Selectivity in Air Transportation: Restrict, Influence or Choose

By Bouke Veldman

veldmanSelectivity in combination with the introduction of a multi airport system has become a topic for future policymaking around Amsterdam Airport Schiphol (AAS). Veldman enumerates several demand management measures like slot allocation and slot trading, pricing (charging and taxing), restrictions (limit traffic volumes or aircraft types), multi airport system (MAS, redistribution or outplacement of flights) and selectivity (changing the mix of flights). Selectivity as an instrument of direct demand management changes the mix of traffic and operations at an airport in a robust way. Long term growth of Schiphol in support of the mainport objective can be safeguarded with this new selectivity policy.

3.3 – The importance of Schiphol Mainport for the North Wing of the Randstad: The Schiphol Paradox

By Geert Boosten

boostenAmsterdam Airport Schiphol as the Dutch mainport is a major enabler for the development of the North Wing of the Randstad. The aviation network is widely recognized as the most valuable asset for the economy, which is dominated by services sectors. In the mean time the unwanted by-products of Schiphol Mainport could become the most important blocking factor for North Wing development. Boosten comes up with several suggestions in order to overcome this paradox; e.g. the assessment of new destinations: are we adding the right destinations and frequencies to support our regions competitive position from a service industry perspective?

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