Abstract
A fundamental limb of enterprise governance, which is based on principles and processes of an enterprise that is calculated to move the enterprise toward a strategic direction, is predictive or anticipatory intelligence which could effectively preclude business disruption. A report released by Booz, Allen, Hamilton in August 2014 states: “[P]redictive intelligence combines tradecraft, big data and analytics, technology and workforce to help clients, anticipate, detect, prevent and respond to global threats and global opportunities with real time actionable insight about their environment – internally, externally, globally and socially – so that they can take action to be ready, to manage risks, to protect assets, and to thrive”. The necessity for corporate foresight stems from the continuing and rapid development of science and technology which are the drivers of social and economic change. Using these two knowledge-based and fact intensive fields, airports would be able to obtain a clear picture of challenges and opportunities confronting them. Airports are a complex, big business and their business environment is highly dynamic. Therefore, they need proactive measures to respond to the uncertainties of their business as well as a long term orientation to remain stable amidst imponderables. Airports need think tanks to mesh their technology trends and market trends to meet a growing demand for air travel. Foremost in this process is a far reaching and forward looking communications strategy as well as a good team of scientific and economic forecasters.
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Notes
- 1.
- 2.
Delta computer system completely down. Flight operation at stillstand, eTN Global Travel Industry News, http://www.eturbonews.com/73542/delta-computer-system-completely-down-flight-operation-stillstan.
- 3.
See Dastin (2016).
- 4.
SkyTeam is an alliance of 20 member airlines which give its customers access to 1062 destinations worldwide.
- 5.
Convention for the Unification of Certain Rules for International Carriage by Air—Montreal, 28 May 1999.
- 6.
Id. Article 19.
- 7.
Id. Article 22. A Special Drawing Right (SDR) is a form of international money, created by the International Monetary Fund, and defined as a weighted average of various convertible currencies.
- 8.
The Regulation establishes, under the conditions specified therein, minimum rights for passengers when: they are denied boarding against their will; their flight is cancelled; or their flight is delayed. REGULATION (EC) No 261/2004 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 11 February 2004 establishing common rules on compensation and assistance to passengers in the event of denied boarding and of cancellation or long delay of flights, and repealing Regulation (EEC) No 295/91. For a substantial discussion on Regulation 261/2004 see Verheyen (2015), pp. 659–677.
- 9.
Siddique and Milmo (2010).
- 10.
Davies (2010).
- 11.
859 F. Supp. 2d 343.
- 12.
Id., at 354.
- 13.
Ibid.
- 14.
Article 19 of the Montreal Convention of 1999 provides that the carrier is liable for damage occasioned by delay in the carriage by air of passengers, baggage or cargo. Nevertheless, the carrier is not liable for damage occasioned by delay if it proves that it and its servants and agents took all measures that could reasonably be required to avoid the damage or that it was impossible for it or them to take such measures.
- 15.
Article 30 of the Montreal Convention stipulates that if an action is brought against a servant or agent of the carrier arising out of damage to which the Convention relates, such servant or agent, if they prove that they acted within the scope of their employment, shall be entitled to avail themselves of the conditions and limits of liability which the carrier itself is entitled to invoke.
- 16.
402 N.E.2d 1136 (1980).
- 17.
Id. 1138.
- 18.
Supra, note 11 in this chapter at 372.
- 19.
National Aviation Underwriters v. Augusta Aviation Corporation, 1990 US Dist LEXIS 19768.
- 20.
779 N.Y.S.2d 199, 200-01 (1st Dep’t 2004).
- 21.
52 F.3d 463 (1995).
- 22.
Id. 466.
- 23.
Basso v. Miller, 40 N.Y. 2d. 233.
- 24.
Id. 243.
- 25.
827 P.2d 478.
- 26.
Becker (2002), p. 8.
- 27.
Airports Council International (ACI) is the only global trade representative of the world’s airports. Established in 1991, ACI represents airports interests with Governments and international organizations such as ICAO, develops standards, policies and recommended practices for airports, and provides information and training opportunities to raise standards around the world.
- 28.
Airport Planning Manual, Doc 9184-AN/902, Part 3.
- 29.
Id. 1.3.1–1.3.5.
- 30.
Id. Chapter 2.2.1.
- 31.
Id. 2.4.
- 32.
Id. 3.1.
- 33.
Id. Appendix.
- 34.
Becker (2002), p. 7.
- 35.
- 36.
EU Transport Chief Kallas Wants Common Quality Standards, Aviation Daily, January 21, 2011 at 2.
- 37.
- 38.
The functions and responsibilities of an airport will vary according to its size, type of traffic and areas of responsibility. For example, some airports are responsible for air traffic control as well as for meteorological services, while at most other airports such services are provided by separate government entities. Many airports are involved in security functions in varying degrees and in providing facilities for customs, immigration and health authorities. Ground-handling services for the airlines, including terminal handling or ramp handling, or both, are provided by some airports, while at others they are provided by the airlines or by specialized agents or companies. Certain airports also perform functions that exceed the scope of conventional airport activities, such as consultancy services, public works, construction, and real estate development. See Airport Business Law, supra, note 35 in this chapter at 13.
- 39.
Pestritto and West (2007), p. 253.
- 40.
554 U.S. 570 (2008).
- 41.
H.R. 3162, United States Government Publishing Office, https://www.gpo.gov/fdsys/pkg/BILLS-107hr3162enr/pdf/BILLS-107hr3162enr.pdf.
- 42.
See Terry (2009).
- 43.
Burrows and Geetter (2016).
- 44.
859 F. Supp. 2d 343.
- 45.
Article 19 of the Montreal Convention of 1999 provides that the carrier is liable for damage occasioned by delay in the carriage by air of passengers, baggage or cargo. Nevertheless, the carrier is not liable for damage occasioned by delay if it proves that it and its servants and agents took all measures that could reasonably be required to avoid the damage or that it was impossible for it or them to take such measures.
- 46.
Article 30 of the Montreal Convention stipulates that if an action is brought against a servant or agent of the carrier arising out of damage to which the Convention relates, such servant or agent, if they prove that they acted within the scope of their employment, shall be entitled to avail themselves of the conditions and limits of liability which the carrier itself is entitled to invoke.
- 47.
402 N.E.2d 1136 (1980).
- 48.
Id. 1138.
- 49.
Day v. Trans World Airlines Inc. 528 F 2d. 31 (2nd Circ. 1975); Evangelinos v. Trans World Airlines Inc.. 550 F2d 152 (2d. Circ. 1977); Leppo v. Trans World Airlines Inc.392 NYS 2d 660 (AD 1977); Rolnick v. El Al Israel Airlines Ltd.551 Supp. 261 (EDNY 1982).
- 50.
Waldick v. Malcolm, [1991] 2 S.C.R. 456, File No.: 21781, 1991: February 26; 1991: June 27.
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Abeyratne, R. (2017). Effect of Megatrends on Airports. In: Megatrends and Air Transport. Springer, Cham. https://doi.org/10.1007/978-3-319-61124-2_4
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