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Japan's airport distribution 1998. (Sources: Unyush^ o o, 1999; Kansai k^ u uk^ o o ch^ o osakai, 2000, 1998.)
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Globalization is currently a hotly discussed topic, and one of the most important means of linking modern industrialized and globalized societies is air transport. Since the late 1950s Japan has been expanding its airport infrastructure all over the country. The current peculiarities of the airport system cannot be attributed solely to natural and...
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Context 1
... we can analyze the airport locations in Japan, we need to know their regional distribution (Fig. 2). It is obvious that Japan has a great number of locations offering regular scheduled flights. One of the main rea- sons for the impressive number of 93 airports (1998) is, however, that so many islands have regional airports. Thirty-six airports lie alone on the Ry^ u uky^ u u Islands (Okinawa) or other smaller islands off the four ...
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... In relation to the period of construction, research mainly consisted of reports and theses about the development potential of regional airports, the market feasibility of a new regional airport, their contribution and the context in which they operate ( Chan, 1996;Drake & Williams, 1998;Smith, 1978;Winfrey et al., 1975 ). 2 The context was observed from a political point of view, including the different stakeholders in a decision-making framework and the business point of view in which privatization and the airport-airline relationship were considered ( Feldhoff, 2002;Francis et al., 2004;Graham & Guyer, 2000;Humphreys & Francis, 2002 ). In general, research in this period was primarily represented by case studies, geographically covering regional airports in North America, Europe (United Kingdom) and Asia (Japan). ...
... The third group concentrates on the location of airports to define which airports are regional ones. For Japanese airports, regional airports are the ones located outside metropolitan regions, according to Feldhoff's (2002) definition. In other definitions, regional airports are located away from the major cities ( Breidenbach, 2020;Denis, 2008 ) or have a principal catchment area that is not a capital city ( European Parliament Auditors, 2014 ;Olariaga, 2021 ;Remencová et al., 2022 ) or they are part of a medium or small city that is mainly served by shorthaul regional services ( Červinka & Matu š ková, 2018 ). ...
This paper aims to identify gaps in the literature and present a future research agenda for investigations on regional airports. The research topics appearing from the systematic literature review are linked to the roles that regional airports have held and currently hold. In this way, challenges and research gaps that deserve extra attention are identified. Moreover, the paper deals with one of the most pressing research gaps, the definition of a regional airport. The literature and accompanying industry review reveal a diverse use of the term regional airport, and ACI Europe (2017) and the European Parliament (2021) even indicate that there is currently no definition for a regional airport in Europe. To address future research and challenges of regional airports in a more unified and structured manner, a proposal is made to capture the term 'regional airport' based on objective criteria. With the dual outcome of possibilities for future research and a proposal for a common use of a definition of regional airports, we aim at a more coordinated and impactful progress in research concerning regional airports.
... 2. These characteristics are often reflected in the legal definition of regional airports. In Japan, for example, regional airports are defined as being located outside the three metropolitan regions of Tokyo, Osaka, and Nagoya (Feldhoff, 2002). ...
... Perhaps the largest factor in the transition of local Japanese economies, as they were sustained through the 1960s and 1970s and as they have experienced gradual decline since the 1980s and 1990s, was the Iron Triangle of Japan's so-called construction state, or doken kokka (McCormack, 2001). As Feldhoff (2002aFeldhoff ( , 2002b has shown, the construction state was based on an inherent contradiction between the potential for centrally supported local economic stimulus through questionable infrastructural projects and long-term locally sustainable development that emerged out of and reflected the needs of local areas. Since the 1950s comprehensive plans for national infrastructural development characterized by high levels of central government control and finance have been the standard of rural construction and a major factor in local economic stability, regional development, and social-welfare improvement, this in exchange for blocs of rural votes and political support from outlying prefectures for the ruling Liberal Democratic Party. ...
This comprehensive edited collection provides key contributions in the field, mapping out fundamental topics and analysing current trends through an international lens. My chapter presents a history of the local newspaper in Japan. Edited by Agnes Gulyas and David Baines.
Offering a collection of invited contributions from scholars across the world, the volume is structured in seven parts, each exploring an aspect of local media and journalism that provides the framework to bring together and consolidate the latest research and theorisations from the field, and fresh understandings of local media from a comparative perspective and within a global context. This volume reaches across national, cultural, technological and socio-economic boundaries to bring new understandings to the dominant foci of research in the field and highlights interconnection and thematic links. Addressing the significant changes local media and journalism have undergone in the last decade, this volume explores the history, politics, ethics and contents of local media, as well as delving deeper into the business and practices that affect not only the journalists and media-makers involved, but consumers as well.
For students and researchers in the fields of journalism studies, journalism education, cultural studies and media and communications programmes, this is the comprehensive guide to local media and journalism.
... The Ministry of Land, Infrastructure and Transport (MLIT) 5 has jurisdiction over large roads and rivers, as well as disaster management infrastructure such as sand control dams and rubble retention fields. While MAFF is the main landowner, MLIT at one point controlled over 80% of the central government's public works budget 6 (Feldhoff, 2002). Aside from fiscal muscle, MLIT and affiliates' proximity to civil engineering firms also ensured close ties to private corporations (Knight, 2010) fueling a 'construction state' to which Mason (1999) attributed '[m]any of Japan's domestic environmental problems.' ...
Iconic Mount Fuji has symbolized the fragmented state of Japan’s ‘multi-purpose’ national park administration. Although the Ministry of Environment (MOE) is the legal administrator, the national parkland is predominantly owned by the Forestry Agency, with many services provided by local governments. This complex combination can result in stakeholders pitted against each other, but listing as a World Heritage Site (WHS) offers an external incentive toward holistic management. This paper reviews Fuji’s 2013 WHS inscription process, analyzing official documents and a series of stakeholder interviews to substantiate claims that it helped catalyze stakeholder collaboration, as demonstrated by a new system of trail signs. A cross-cutting council formed in 2009 issued a set of guidelines aimed at standardization of place names, and the removal of unnecessary or low-quality signs. Subsequently, a simplified system of color-coded signs was introduced along the four climbing trails, epitomizing the new spirit of cooperation. However, more research is needed to verify if the new partnership can extend the collaboration from trail signs to incorporate broader provision of visitor services, and now that the ‘carrot’ of inscription has been achieved, the multi-stakeholder momentum may be difficult to maintain.
... It is very obvious from various readings that the general international trend is towards an increased use of air cargo and an expansion of the global logistics industry (see Alkaabi & Debbage 2011;Appold & Kasarda 2011;Bhat 2010;Charles et al. 2007;Feldhoff 2002;Kesselring 2010;Lee & Yang 2003;May et al. 2014;McKinnon 2009;Merkert et al. 2017;O'Connor 2010;Rivera, Sheffi & Knoppen 2016;Stevens et al. 2010;Yuan et al. 2010). ...
Background: During the past few years, with the increase in air traffic and the expansion of airports, very few industries had such a large spatial development and movement impact as that of airport-related clusters or airport regions. Although much research was done on the various impacts of the airport industry, very little research was done on the air cargo industry in airport regions.
Objectives: This article specifically explored the unique spatial relationships, impacts, trends and movement patterns of the air cargo industry within a typical airport region.
Method: The article focused on the OR Tambo International Airport in Gauteng, South Africa, as a case study and was informed by an extensive quantitative spatial and land use analysis and modelling of the study area.
Results: The article presented findings and insights on the movement patterns and relationships between (1) the airport facility and (2) the spatial configuration of air cargo industries in the particular airport region. These findings also provided some framework for a possible spatial model and guideline that could assist in steering and managing development and movement patterns in airport regions.
Conclusion: The article provided new insights and understanding on the spatial dynamics of airport regions and the air cargo industry, ultimately addressing some gaps in this knowledge field. The article in the end highlighted the need for a different and novel approach to the planning and management of the air cargo industry in airport regions and a basis for further research.
... Furthermore, regional airports shall not be seen as simple locations that provide air transport services, but rather as an essential subject of regional development activities and regional planning policies, whereas their operational success might be one of the most important influencing factors (cf. Feldhoff, 2012;Beifert, 2013 and. A number of researches argued a firm's (here: an airport's) impact on the regional development lies also on the strategic and operational success that mainly derives from the following three elements: diversity, differentiation and innovation of airport business (Prahalad & Hamel, 1990). ...
Meanwhile, accessibility belongs to a major factor of the economic attractiveness of metropolitan areas, other territories and peripheral regions. The aviation industry in general and airports’ activities in particular contribute considerably to the improvement of regional accessibility. For some remote regions, the airports are the only gateway to bigger hubs. However, due to the increasing competition in the aviation sector, the airports and especially regional airports in Europe face structural and operational challenges nowadays. According to the report of the EU Commission: “The Future of the Transport Industry” the number of loss small and regional airports in Europe is constantly growing. On the other hand, regional airports might play a crucial role in boosting economic development and entrepreneurship growth in regions. In this context, it is very urgent for regional airports themselves, as well as for regional policymakers, businesses and other relevant stakeholders to recognise the role of regional airports in the economic growth in their regions. As a response, this paper addresses the evaluation and assessment of the potential effects of regional airports on economic and entrepreneurship growth in their regions
... Airports are viewed as strategic infrastructure because of the importance of air transport in connecting regions. This is important in the context of globalisation because air transport is one of the most important means of linking modern industrialised societies (Feldhoff, 2002). However, while considerable research has been done to examine this outcome for major cities, there has been less attention to the contribution of regional air services to non-metropolitan regional development outcomes (Blonigen and Cristea, 2012). ...
... An investigation of causal relationships is particularly important for regional, rural and remote (RRR) airports that serve smaller populations that are often growing slowly but at the same time are spread across large distances so that regular air services are critical. This is the case in Australia, where the majority of the nation's air services are supplied along a narrow settled coastal strip, while the residents of the sparsely populated inland need air transport to access the high level services of the coastal cities. RRR airports have not attracted much academic review (Feldhoff, 2002;Graham and Guyer, 2000). Currently, very little knowledge exists on the economic effects of RRR airports (Robertson, 1995) and air services (Merkert and O'Fee, 2013). ...
Air transport is a critical link to regional, rural and remote communities in Australia. Air services provide important economic and social benefits but very little research has been done on assessing the value of regional aviation. This research provides the first empirical evidence that there is short and long run causality between regional aviation and economic growth. The authors analysed 88 regional airports in Australia over a period of 1985–86 to 2010–11 to determine the catalytic impacts of regional air transport on regional economic growth. The analysis was conducted using annual data related to total airport passenger movements – for the level of airport activity, and real aggregate taxable income – to represent economic growth. A significant bi-directional relationship was established: airports have an impact on regional economic growth and the economy directly impacts regional air transport. The economic significance of regional air transport confirms the importance of the airport as infrastructure for regional councils and the need for them to maintain and develop local airports. Funding should be targeted at airports directly to support regional development.
... Perhaps the largest factor in the transition of local Japanese economies, as they were sustained through the 1960s and 1970s and as they have experienced gradual decline since the 1980s and 1990s, was the Iron Triangle of Japan's so-called construction state, or doken kokka (McCormack, 2001). As Feldhoff (2002aFeldhoff ( , 2002b has shown, the construction state was based on an inherent contradiction between the potential for centrally supported local economic stimulus through questionable infrastructural projects and long-term locally sustainable development that emerged out of and reflected the needs of local areas. Since the 1950s comprehensive plans for national infrastructural development characterized by high levels of central government control and finance have been the standard of rural construction and a major factor in local economic stability, regional development, and social-welfare improvement, this in exchange for blocs of rural votes and political support from outlying prefectures for the ruling Liberal Democratic Party. ...
One of the seven chapters in the Land, History and Culture section, outlining the trends and tensions in notions of region and locale in Japanese history and social science.
... Various case-study-based analyses have been written of infrastructure expansion projects with a focus on the importance of the local stakeholders in strategic planning and implementation. These case studies include airports (Caruana and Simmons, 2001;Feldhoff, 2002;May and Hill, 2006), seaports (de Langen and Visser, 2005;Gleave, 1997;O'Connor, 2010;Wiegmans and Louw, 2011), rail networks (Charlton et al., 1995), etc. Here, much attention has been paid to the evolving conflicts between different geographic interest levels (local versus regional versus national) and to the interface between cities or urban regions and their airports/seaports in the context of particular projects. ...
The present paper argues that the effective implementation of new, large-scale seaport infrastructure projects provides a stimulus to policy makers to engage on a path of continuous reflection on who and what matters in decision-making: the continuous updating of one’s understanding of spatial differentiation of stakeholder views is critical in this respect, and involves the real inclusion of spatially proximate and spatially distant stakeholders.We analyze the role of path dependency in the socio-political process of long-term strategic port planning and the related requisite governance changes needed for effective implementation of large scale port projects. We mainly base ourselves on the most recent insights from stakeholder theory and the strategic planning literature, applied to the transport sector. Further, we take as a starting point one of the criticisms on path dependence that its proper application warrants more attention to temporal dynamics. We attempt to define these temporal dynamics and argue that (1) these are best identified by means of stakeholder-based analysis, and (2) long-term, strategic port planning based on real stakeholder inclusion can act as a driver for governance change in the broader port region or port system.We use a case-based, action-research type methodological approach, analyzing the strategic port planning process of the port of Antwerp to support our argument. We combine diachronic analysis of stakeholder inclusion in port planning, with an analysis of the general economic and infrastructural evolution of the port area and its impacts on stakeholders since 1960, and pay special attention to port governance changes during the period 1960–2010.
... There are nine airports in the Tohoku region (Fig. A.1). This 'overconstruction' has often been criticized when compared to the region's demographic and economic activity levels (Feldhoff, 2002(Feldhoff, , 2003Kato et al., 2011;Yoshida & Fujimoto, 2004). Most of the airports suffered low air traffic demand and unprofitability; some airports faced severe competition due to new high-speed trains. ...
This paper aims at examining the role of regional air transport after a catastrophe and proposing a management framework to cope with a sudden and drastic increase in air traffic after the catastrophe. We discuss collaborative management by regional air transport stakeholders during catastrophes by examining the case of the 2011 East Japan earthquake and tsunami. We conducted interviews and collected evidence at Yamagata Airport, which successfully managed 11 times its usual air traffic. We found that although a clearly defined leadership structure was non-existent, a proportional recovery of the transport system was initiated collectively by multiple stakeholders. Second, a horizontal management structure was the key to success in turbulent circumstances combined with limited resources. We identified two success factors in the collaborative management of regional air transport systems during the catastrophe: (1) distribution of simplified information, and (2) a sense of transport responsibility. The purpose of public subsidies for unprofitable regional air transports is mainly to provide access to and foster economic development of remote regions. We illustrate that such transport could also aid in achieving diverse transport needs during catastrophes in metropolitan areas.
