Journal of Air Transport Management 57 (2016) 272e290

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Journal of Air Transport Management

journal homepage: www.elsevier.com/locate/jairtraman

A dynamic network efficiency measurement of airports performance

considering sustainable development concept: A fuzzy dynamic
network-DEA approach
Laya Olfat a, *, Maghsoud Amiri b, Jahanyar Bamdad Soufi c, Mahsa Pishdar d
a
Associate Professor of Industrial Management, Faculty of Management and Accounting, Allameh Tabataba'i University, Dehkadeh-ye-Olympic,
1997967556, Tehran, Iran
b
Professor of Industrial Management, Faculty of Management and Accounting, Allameh Tabataba’i University, Dehkadeh-ye-Olympic, 1997967556, Tehran,
Iran
c
Assistant Professor of Industrial Management, Faculty of Management and Accounting, Allameh Tabataba’i University, Dehkadeh-ye-Olympic,
1997967556, Tehran, Iran
d
Ph.D. Student of Industrial Management, Faculty of Management and Accounting, Allameh Tabataba’i University, Dehkadeh-ye-Olympic, 1997967556,
Tehran, Iran

a r t i c l e i n f o a b s t r a c t

Article history: In this paper, sustainability of airports is considered through a multi-perspective, multi-system, and
Received 22 February 2016 multi-process operation. It is explored how an extension of fuzzy dynamic network performance mea-
Received in revised form surement approach helps to determine the efficiency performance of an airport system. In this way, a
24 July 2016
three-pronged approach is intended which considers the internal functions of an airport, functions
Accepted 19 August 2016
affecting the community and functions related to the passengers simultaneously. This novel combination
Available online xxx
makes it possible to have a comprehensive evaluation of airports' performance. Besides, fuzzy extension
of SBM dynamic network approach makes it possible to deal better with the vagueness of variables
Keywords:
Sustainable development of airports
during analysis. So, this extension is valuable from both technical and conceptual aspects which in turn
Interval type-2 fuzzy sets theory provide useful information and insights for the future design of holistic strategies connected with sus-
Fuzzy dynamic network DEA tainable development of airports where ever they are.
© 2016 Elsevier Ltd. All rights reserved.

1. Introduction It should be mentioned that airports play a great role in making

air transportation possible. Actually, life in today's world is very
Economic, social and environmental components have simul- dependent on transportation. Aviation connects the world and can
taneously gained attention under the name of sustainable devel- of course positively or adversely affect the environment. It not only
opment (Carter and Rogers, 2008). Nowadays governments and connects people but it can connect economies and is crucial for
different international agencies ask organizations to pay attention increasing job opportunities and GDP growth. It can also cultivate
to environmental components in order to make their procedures local culture and it can cause different kinds of environmental
consistent with green principles (Lee and Lam, 2012). This may be pollution to increase (ACARE, 2011). Meanwhile, airports are vital
one of the reasons there is increasing concentrations on the national resources and are essential connections for social and
concept of sustainable development in producing goods and ser- economic interactions. They can increase the rate of local employ-
vices. Acting in line with sustainable development principles pro- ment. So the whole society can benefit if airports do well in pre-
vides economic growth and also helps to preserve the senting high quality services and adopting integrated sustainability
environment. In addition, it can improve corporate reputation by approaches (ACRP, 2011; Koç and Durmaz, 2015). In this regard,
paying attention to the social responsibility (ICAO, 2012). economic survival, operational efficiency, natural resource conser-
vation and social responsibility become possible (Oto et al., 2012).
The importance of making airports sustainable is crucial in this
* Corresponding author. respect. Airports need well connected infrastructures not just in
E-mail addresses: [email protected] (L. Olfat), [email protected] physical respects but also in social ones. Although studies are done
(M. Amiri), bamdadsoofi@yahoo.com (J. Bamdad Soufi), Mahsa.pishdar@yahoo.
about sustainability, actual implementation is still not satisfactory.
com, [email protected] (M. Pishdar).

http://dx.doi.org/10.1016/j.jairtraman.2016.08.007
0969-6997/© 2016 Elsevier Ltd. All rights reserved.
L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290 273

This makes investigations in this domain necessary (Chang and Tsai, sustainable transportation system is one that allows the basic access
2015). and development needs of society to be met safely and in a manner
Making airports going sustainable is the future of airport plan- consistent with human and ecosystem health. It promotes equity
ning (Oto et al., 2012; Ruble, 2011; TRB, 2011). Considering this within and between successive generations. It is affordable, operates
point of view, the objective of this paper is to take an approach to fairly and efficiently, offers a choice of transport mode, and supports
measure the dynamic efficiency performance of airports with a competitive economy, as well as balanced regional development. It
multilateral functions in concordance with sustainability princi- limits emissions and waste within the absorption capability of the
ples. In this regard, the current state of airports' performance is planet, uses renewable resources at or below their rates of genera-
specified and it becomes clear how the improvements can be tion, and uses non-renewable resources at or below the rates of
achieved. development of renewable substitutes, while minimizing the
Making Iran airports sustainable is essential too. There are 54 impact on the use of land and the generation of noise (Rawson and
airports in Iran and 9 of them are counted of international ones. Hooper, 2012; EPA, 2011).
Many of them are not profitable and the rate of non-aviation in- But that is not all. First of all, it is better to have a closer look at
come is far less than the global rate. Another matter is that these the current situation of the transportation system and its growth.
airports are encountered with different regional cultures, various Although there is the additional requirement for transportation
atmospheric conditions and different species of animals and plants. infrastructure to improve access to jobs and social welfare or eco-
This means that an airport may not be comfortable to communicate nomic and social development, the growth of transportation sys-
effectively with local shareholders and may face natural disasters tems as a whole is notable (UNCSD, 2012). Because of that, many
such as hurricanes or have difficulties in preserving species. So, it is authorities are now cooperating with various stakeholders to plan
clear that radical review of the ways linked to increasing sustain- and operate a transportation system that supports environmental,
ability of each airport can enhance its economics, social and envi- economic and social objectives in addition to the objective of
ronmental situation. mobility. These include protecting natural resources, improving
The interval type-2 fuzzy dynamic network Data Envelopment public health, strengthening energy security, expanding the econ-
Analysis (DEA) approach that is extended in this study to make such omy, and providing mobility to disadvantaged people (EPA, 2011).
an investigation about airports' sustainability come true, de- Previous studies shed the light on this matter that poor growth
termines the efficiency of the total airport management system in of transportation systems has often caused different kinds of
different time scales. In addition, it can specify the efficiency based environmental emissions or disproportionate economic growth. As
on 3 subsystems that take into account the internal functions of the a result, the focus of transportation has shifted from moving goods
airport; its affection on community as a whole and its direct or people to supplying needs. The new approach is called Avoid-
affection on passengers. Moreover, these 3 efficiency scores of Shift- Improve (ASI) (UNCSD, 2012):
subsystems can be determined for different time scales. That makes
it possible to compare the performance of airports in distinct time - Avoidance refers to the need to improve the efficiency of the
scales like holiday periods and normal operations times. At last, it system. Avoidance of unnecessary travel or shortening the trip
should be mentioned that DEA approach in current study can deal length becomes possible by making some plans like integration
with undesirable inputs and outputs and is capable of handling of land use and transportation policies.
fuzzy values of the components. These capabilities make it possible - Shift component considers trip efficiency. Travelling with the
to have a better evaluation of the performance of airports towards aid of the most efficient mode makes the dream of shifting from
getting sustainable. Such features make interval type-2 fuzzy the most energy consuming transportation mode towards more
extension of dynamic network DEA not technically but also environmentally friendly modes become a reality. In this case
conceptually valuable because uncertainty remains in the whole non-motorized vehicles or public ones are most suitable for
trend of analysis and enhances the accuracy of results. There is not moving people.
such a feature in most of the other fuzzy methods. As a whole, it - Improve component focuses on improvement of transportation
should be mentioned that such a linkage between the concept of infrastructures by technology advancement and usage of
sustainable development of airports and DEA approach is novel and renewable energy.
beneficial.
The ASI approach is comprehensive and coherent and has the
2. Theoretical background potential to contribute to emission reductions and climate change
more than expectations. It allows decision makers to set policies
2.1. Sustainable airport: definition and perspectives that support the mitigation of climate change. Also it is useful for
defining strategies to make transport systems more resilient and
The concept of sustainable development as a whole has evolved effective in disaster risk management (GIZ, 2011).
over time. The United Nations World Commission on Environment Such definitions and approaches are expandable to different
and Development released a report called Our Common Future modes of transportation or their components. For example, airports
which is also known as the Brundtland report in 1987. Sustainable play an indispensable role in aviation and social, economic and
development is known as a kind of development that meets the environmental impacts are inherent to their operations (Koç and
social, economic and environmental needs as like as next genera- Durmaz, 2015). In this regard, a sustainable airport is the one that
tions needs simultaneously while decision making (World is managed so as to ensure the integrity of the economic viability,
Commission on Environment and Development, 1987). Since then operational efficiency, natural resource conservation and social
and because of the advantages, the sustainable development responsibility realization (ACI, 2015; FAA, 2016).
concept has been used in various systems such as urban develop- In the long term, airports with powerful economic structures
ment, agriculture and transportation (Bolc arov
a and Kolosta, 2015). which can meet the social needs of stakeholders and minimize
Sustainable transportation which is sometimes called green negative environmental impacts get the necessary capabilities to
transportation is any form of transportation that does not use or rely become sustainable. In the short term, they should be competitive
on declining natural resources. Instead, it is dependent on renewable to sustain economic viability while preserving natural and human
or regenerated energy rather than fossil fuels (Evans, 2011). A resources to provide continuity for the next generations' needs.
274 L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290

Actually, it can be said that the majority of airports have plenty of Social responsibility which receives a lot of attention in sus-
capacity for improvement when it comes to saving energy or tainable development concept can lead to corporate reputation
implementing renewable energy projects (Artiach et al., 2010; (Nielsen, 2014; Saeidi et al., 2015). Corporate reputation refers to
Boons et al., 2010). the collective assessments of a corporation's previous actions and
Because of the advantages, different guidelines and principles the ability of the company to get improvements in the eyes of
such as facility design and construction guidelines (LAWA, 2008), multiple stakeholders over time. Corporate reputation is an intan-
sustainability management systems (ATL, 2011), sustainable master gible asset which can brings stakeholders' supports and their
plans (University Park Airport, 2014), sustainability reporting (SFO, positive word-of-mouth. Actually, positive word of mouth makes
2014) and Sustainable Principles and Practices (SAGA, 2015) have corporate reputation stronger passing the time. This encourages
been complied to help airport managers to integrate sustainable agencies to care more about their reputations (Hong, 2008; Pisnik
development principles into airport master plan. This can ensure Korda et al., 2012).
long term consideration of these kinds of principles at airport op- In this way, it is better to put stakeholders into groups and
erations (Monsalud et al., 2014). communicate regularly with each of them in order to communicate
the progress of activities in suitable ways such as publishing
2.2. The conceptual framework newsletters (SAGA, 2015). Supporting locals with finding jobs,
improving their skills, investment in local projects and holding
The advantages of going green have led various agencies to special events to promote the local and national culture are among
make ongoing efforts toward implementing more sustainable air- other social responsibilities of airports (ICAO, 2012; Heathrow
ports. In this way, comprehensive sets of components are deter- airport, 2015).
mined which help airports to be more sustainable paying attention In addition, holding training courses for employees and mem-
to different operational, maintenance, environmental and social bers of the public, especially children, regarding the topic of avia-
aspects. Although there are various components, the main ones and tion and sustainable development through means such as
their sub-components are shown in Table 1. These components are communication with schools should be considered. Training pro-
finalized consulting experts of Iran airports holding company and grams in the field of environmental ethics using appropriate
can be considered as variables to evaluate sustainability of airports methods such as social media or training courses are other social
with different techniques such as DEA. All of these experts are activities that can be very useful in informing the community
familiar with the sustainability of airports and the situation of (UNESCO, 2008; London City Airport, 2012).
airports in Iran. Besides, these experts have experiences of coop- Another aspect of airport responsibility can be considered to be
erating in airports' visions determination. As a result, their opinions “environmental pollutions levels”. There has been increasing de-
can be trustful. mand, from different agencies, for usage of renewable energy
For more description it should be mentioned that “policy mak- sources instead of non-renewable ones. Taking advantage of the
ing” determines the whole direction of the management system. equipment with fuel cells, batteries, electronic or hybrid engines to
Obviously, creating and following up mission and vision statements reduce CO2 emissions and NOX can be very beneficial. Using
of the whole airport with respect to sustainability can have an effect appropriate technology in order to continuously control the
on other operations of the system (SAGA, 2015; CDA, 2013). Defi- amount of air pollution generated by the airport as well as coop-
nition of strategic roadmaps consistent with sustainable principles erating with other institutions and groups involved in environ-
for main functions such as coordination with other parts of value mental protection to help reduce emissions are other advantageous
chain like airlines, usage of airport's capacity, human resource activities (SAGA, 2015).
management, safety and hygiene matters, security of staff and However, air pollution is not the only pollution that must be
passengers, research and development projects and airport's under consideration. Noise, light and water pollution are also
environment design and construction can be fruitful (OECD, 2001). important. Usage of appropriate insulation for noise pollution
“Commerce” is an important component for airports. Airport reduction, preparing a timetable for determining the times that
managers should prepare a comprehensive business plan in artificial lighting is really necessary and reducing water consump-
accordance with the principles of sustainable development. In tion through the use of high technology such as electronic-eye
addition, a brand management plan should be prepared so that it faucets are appropriate actions to reduce these forms of pollution
becomes assured that commercial policy as an important economic (ACARE, 2011).
center is in line with the trade policy of the area (ICAO, 2013; CDA, Because waste disposal can be harmful to the environment and
2013). can cause earth pollution, it is important to ensure that all em-
Nowadays, airports rely on non-aviation revenues more than ployees are familiar with the principles of waste management. This
before. So, working with media can be helpful in presenting busi- includes the grouping and separation of waste at source and the
ness plans and promoting the products and services of the tenants. disposal of waste that can transmit infectious diseases under the
Giving business executives the permission to promote their brand supervision of an expert. The reason for its importance is that waste
at the airport is an opportunity for attracting tenants and increasing disposal can also be harmful for the environment (ACRP, 2011).
revenue from non-aviation sources. However, a committee should The last component is “service quality” which is directly about
be specified to ensure the quality of products and services of those passengers. Previous studies show that improvement of service
who want to rent part of the airport space based on predetermined quality through application of models like Servqual (with 5 di-
standards (Atlanta International Airport, 2015). mensions of tangibility, reliability, responsiveness, assurance and
So far, most activities have been related to airport operations. empathy) can increase passengers' satisfaction of airports' services
But airport functions are not only limited to these. Airports like and other parts of value chain like airlines (Park and Jung, 2011; Cha
other organizations have special responsibilities towards the et al., 2013; Chumakova, 2014).
community. “Social responsibility” is about communication with In order to improve service quality, some principles must be
stakeholders, support of the people and culture of the region and under consideration. The service provided must be reliable and
raising awareness about the importance of sustainable develop- must meet passenger's needs. This means that airports must have
ment and preserving environmental resources (Carnis and the ability to provide what is promised and the necessary facilities
Yuliawati, 2013; SAGA, 2015). (European Commission, 2011). Tangibility refers to the availability
L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290 275

Table 1
Some of airports sustainability components.

Component Sub-components Resources

Policy making - Mission and vision statement of sustainable development OECD, 2001; ACRP, 2012; ICAO, 2012; CDA, 2013; IATA, 2014;
- Coordination with other parts of value chain Atlanta International airport, 2015; SAGA, 2015
- Development of trade policies related to sustainable
development
- Efficient use of current and future airport capacity
- Consideration of sustainability standards
- Human Resource management
- Safety and hygiene improvement
- Security improvement
- Research and Development
- Design and construction of the airport environment based
on sustainability principles
Commerce (taking non-aviation income) - Concessions Brisbane Airport Corporation, 2009; ICAO, 2013; CDA, 2013;
- Tenants South Texas Regional Airport at Hondo, 2013; ACI, 2014;
University Park Airport, 2014; Orlando International airport,
2015; Atlanta International airport, 2015
Social Responsibility - Community involvement ACARE, 2011; ICAO, 2012; Rawson and Hooper, 2012; Carnis
- Human rights and Yuliawati, 2013; CDA, 2013; ICAO, 2013; NATS, 2014;
- Environmental protection IATA, 2014; SAGA, 2015
Environmental Pollutions Levels - Air pollution ICAO, 2006; Brisbane Airport Corporation, 2009; ICAO, 2010;
- Water pollution ITF, 2010; Hern
andez et al., 2011; ACRP, 2012; ICAO, 2012;
- Noise pollution Bows-Larkin and Anderson, 2013; Miyoshi and Mason, 2013;
- Light pollution MASSPORT, 2009; Carvalho et al., 2013; Monsalud et al., 2015
- Earth pollution
- Visual pollution
Service Quality - Tangibility Iatrou and Alamdari, 2005; Wu, 2010; Heathrow airport,
- Reliability 2013; IATA, 2014; ADP, 2015; SAGA, 2015
- Responsiveness
- Assurance
- Empathy

of both necessary and recreational facilities such as toilets, baby evaluated the overall efficiency and the operational efficiencies of
changing rooms, post office and parking with sufficient capacity. aeronautical service sub-process and commercial service sub-
Airports staff should be responsive. They should be willing to help process for 10 East Asia airport companies from 2009 to 2013 us-
passengers and provide prompt services. Informing passengers of ing Network Data Envelopment Analysis (NDEA). Lai et al. (2015)
their rights, such as those penalties that airport management investigated 24 major international airports' efficiencies using an
should suffer for flight delays must also be considered to convey integrated AHP/DEA-AR technique. Merkert and Assaf (2015) also
trust and confidence to the passengers. In this way, assurance used conventional DEA models to jointly estimate service quality
comes true. Lastly, empathy should be under consideration in perception and profitability of 30 international airports.
providing eligible services. Empathy means caring and individual- It is notable that in traditional DEA, intermediate activities are
ized attention staff of the airport provides to the passengers (ADP, not considered into analysis and DEA is treated as a black box. So,
2015). only the values of primary inputs and outputs are considered in the
analysis, while in evaluation a number of decision making units
2.3. Dynamic network approach: DEA, network DEA, dynamic such as hospitals, factories or production lines, intermediate ac-
network DEA, fuzzy DEA tivities' behaviors are also important. Because of this need, various
researchers decided to study the network DEA model in order to
Many approaches have been proposed to measure performance. take into account these kinds of relationships through link vari-
However, compared to all the existed approaches, data envelop- ables. Radian network DEA model (Fa €re and Grosskopf, 2000) and
ment analysis (DEA) is a better way to organize and analyze the slacks-based measure network DEA model (Tone and Tsutsui, 2009)
data (Lim and Zhu, 2016). It allows the performance to be changed are used to perform such an analysis (Herrera-Restrepo et al., 2015).
over time and it has no frontier about efficiency boundary. Actually, Although network DEA overcomes the problem of ignoring in-
DEA is a non-parametric technique that measures relative effi- ternal relationships of decision making units, it does not handle the
ciency of homogenous decision making units based on similar ob- effects of previous performance of decision making units on their
jectives and also similar variables which can be divided as inputs or current performance. Because of this, dynamic network DEA
outputs (Lim and Zhu, 2016). appeared to determine how a variable can affect the performance in
Although neither of them is about airports' sustainability, nor the next time period. Carry-over variables link the networks in
has considered characteristics of DEA approach as comprehensive different time scales (Tone and Tsutsui, 2014). For example, as
as is considered in current study, there are some DEA applications mentioned before, corporate reputation can cause positive word of
to airport performance as a whole. Chang et al. (2016) developed a mouth and such a behavior improves corporate reputation in the
dynamic network DEA framework to investigate the substitutabil- eyes of the community more than before. Besides, corporate
ity between passenger facility charge and airport improvement reputation has such an importance that can make community to
program as major sources to finance U.S. airports. Wanke et al. forgive corporate misdemeanors. Such advantages encourage
(2016b) used fuzzy DEA approach for evaluation the performance agencies to improve their reputation through consideration of ap-
of Nigerian airports. However, a cut has been used to import proaches such as environmental responsibility that are really
fuzziness into DEA model and the relationships among internal important for the community. So, it can make agencies to reduce
sections of each airport have not been considered. Liu (2016) the pollutions levels of their functions (Hasseldine et al., 2005;
276 L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290

- Corporate Reputation

Time scale 1
Community - Pollutions levels

- Policy making based

on sustainable
development concept
- budget - Service quality
Airport Passengers

- Non-aviation
income

- Satisfaction
Time scale 2 - Corporate Reputation
- Pollutions levels
Community

- Policy making based

on sustainable
development concept
- budget - Service quality
Airport Passengers
- Non-aviation

- Satisfaction
income

Fig. 1. Dynamic network in current study.

Beder, 2002; Burke, 1999). Radian dynamic network DEA model rational efficiencies of airports based on the satisfaction of pas-
(Bogetoft et al., 2009) and slacks-based measure dynamic network sengers, the value of satisfaction should be determined by taking
DEA model (Tone and Tsutsui, 2014) can be considered to have such the passengers' opinions with the aid of tools like questionnaire.
an investigation. Since then, passengers' opinions become more explanatory and
Sometimes, the values of variables are determined by taking the give up their absolute values. These sorts of opinions make the
opinions of experts or customers. For example, for exploring the decision making process much more complicated and cause

Table 2
Characterization of components.

Variable Type Desirability Objective Nature Value estimation

Policy making based on Input Undesirable Maximize Fuzzy Consulting experts in planning
sustainable development department of Iran airports
concept holding company
Budget Input Desirable Minimize Crisp Use of documentations of Iran
Non-aviation income Output Desirable Maximize Crisp airports holding company
The number of takeoff and Link Desirable Maximize for the first node and Crisp
landing aircraft Minimize for the second
Social responsibility Link Desirable for airport node as Maximize for both nodes Fuzzy Getting passengers' opinions by
output and Undesirable for the aid of questionnaire
community node as input
Corporate reputation Carry-over and output Desirable for community node in Maximize Fuzzy Getting opinions by the aid of
time scale 1 as output and questionnaire
undesirable for community node
in time scale 2 as input/Desirable
for community node in time
scale 2 as output
Pollutions levels Output Undesirable Minimize Fuzzy Consulting experts in Standards
department of Iran airports
holding company
Service quality Link Desirable for airport node as Maximize Fuzzy Getting opinions by the aid of
output and Undesirable for questionnaire
passengers node as input
Satisfaction Output Desirable Maximize Fuzzy
L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290 277

ambiguity. Crisp numbered data are not sufficient for making

(0,0.032,0.032,0.038;1,1)(0,0.032,0.032,0.018;0.9,0.9)
suitable analysis here. That is why types 1 and 2 of fuzzy sets

(0.06,0.11,0.11,0.17;1,1)(0.09,0.11,0.11,0.14;0.9,0.9)
(0.93,0.84,0.84,0.78;1,1)(0.9,0.84,0.84,0.83;0.9,0.9)
theories are developed by Zadeh (1965, 1975) to solve the vague-
ness and imprecision of cognitive thinking through presenting a
mathematical strength by permitting partial set membership
(Rostamzadeh et al., 2015). To date, the theory of fuzzy sets has
been used in a variety of DEA models (Wanke et al., 2016a,b; Khalili-
Damghani et al., 2016). However, interval type-2 fuzzy dynamic
network DEA has not been found yet.

3. Research methodology

Passenger node
The main objective of this study is to compare airports' effi-
ciency performance based on their orientation toward principles of
sustainable development. Considering the reasons mentioned
before, a suitable DEA approach is extended to fulfill this objective.
But first of all, it is better to set the network of DEA approach
(Fig. 1). Components depicted in Table 1 are considered as variables
in this network. Characterization of the variables is also cited in
Table 2.

(0.443,0.449,0.449,0.45;1,1)(0.45,0.449,0.449,0.45;0.9,0.9)
Three nodes of airport, community and passenger are consid-
ered in the network of DEA technique in this study (Fig. 1). Since an

(0.55,0.53,0.53,0.52;1,1)(0.54,0.53,0.53,0.53;0.9,0.9)
airport is not isolated from other parts of the society, it is not any
more enough to consider only its internal functions or revenue in

(0,0.01,0.01,0.02;1,1)(0,0.01,0.01,0.01;0.9,0.9)
determining how efficient it is. The survival of an airport or any
other similar system can't be guaranteed in this condition. Nowa-
days, all the organizations in each industry with different opera-
tional levels must take environmental and social responsibilities in
order to become able to preserve the continuity of their business.
Without these responsibilities, an organization can't catch good
reputation and without reputation, the organizational sustainabil-
ity will not be ensured. That is why the way that an airport behaves

Community node
against community is important and should be considered for
evaluating its efficiency. Another matter is that what is done by the
managers of an airport to enhance its service quality must be in
accordance with passengers' needs. Besides, these attempts should
be done in a way that passengers can perceive. If passengers do not
understand these attempts, their satisfaction will not be provided
and resources and time of the airport will be wasted.
So one can't say the effectiveness of internal functions alone is
(0,0.109,0.109,0.089;1,1)(0,0.109,0.109,0.051;0.9,0.9)

enough (Hapsari et al., 2016). Dissatisfaction of passengers or

(0.53,0.46,0.46,0.47;1,1)(0.52,0.46,0.46,0.49;0.9,0.9)
(0.46,0.42,0.42,0.43;1,1)(0.47,0.42,0.42,0.45;0.9,0.9)

community as a whole, will threaten airport sustainability. As a

result, it is logical to define airport efficiency on airport, community
and passengers levels.
Another thing is that each node (subsystem) of the network can
get an especial weight in calculating efficiency. This makes it
possible to show the importance of each node's activities in effi-
ciency estimation properly (Herrera-Restrepo et al., 2015; Zhao
et al., 2011).
The nodes of airport, community and passenger in the network
catch the weights of 0.406, 0.299 and 0.295. The weights are
determined with interval type-2 fuzzy DEMATEL Analytical
Airport node

Network Process (IT-2 DANP) technique and by asking experts'

opinions before. 7 experts in the Iran airports holding company
have presented their opinions about the importance of each node of
airport, community and passenger. All of these experts are familiar
with the concept of sustainable airport and the situation of airports
in Iran. Besides, these experts have been involved in activities such
The normal DANP matrix.

as determination of airports' visions. So, it can be said that their

Community node

opinions are reliable. The normal DANP matrix containing basic

Passenger node

experts' opinions about the weights of nodes is depicted in Table 3.

Airport node

In addition, the estimation of airports' efficiency in different

time periods can show their performance more clearly. Because of
Table 3

this, the evaluation is done for the last two six-months in order to
make it possible to consider the performance of airports during
278 L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290

New Year holiday (time scale 1) and normal time scale (time scale despite the fact that fuzzy concept has the connotation of lots of
2). The weights of time scale 1 and time scale 2 are considered as uncertainty. The concept of Type-2 fuzzy sets is initially introduced
0.6 and 0.4 based on suggestion of the same experts. by Zadeh (1975) and is an extension of the concept of Type-1 fuzzy
Slacks-based measure dynamic network DEA (Tone and Tsutsui, set (Wu and Mendel, 2007). Type-2 fuzzy sets consider more un-
2014) is used as the base model to provide an assessment of effi- certainty in comparison with general Type-1 fuzzy sets through
ciency performance of airports considering the sustainable devel- application of general Type-1 fuzzy numbers in defining its mem-
opment principles. This assessment can clear the path towards bership function. However, calculations with Type-2 fuzzy set are
improvement in becoming sustainable. Slacks-based measure or somewhat complicated. Because of this, Interval type-2 fuzzy sets
non-radial assumes non-proportional reduction/increase in the (that are a special type of general Type-2 fuzzy sets) are applied in
value of variables (variable returns to scale (VRS)). This is especially many fields. Interval type-2 fuzzy numbers transfer the uncertainty
important because production proportionality is not granted into of membership function by using interval value (see equation (1))
social behavior components like passengers' satisfaction. For (Hu et al., 2013) and this feature makes the applications of interval
example, it can be said that betterment of service quality does not type-2 fuzzy numbers explainable in comparison to other methods
make passengers' satisfaction to be increased equally. Besides, the like fuzzy Monte Carlo. Since the application of interval type-2
non-radial approach in network terms discriminates the efficient fuzzy number is easy and at the same time, can keep uncertainty
nodes of the network from inefficient ones much better in com- in the trend of calculations and analysis till the last step. This en-
parison with radial model (Herrera-Restrepo et al., 2015). hances the accuracy of results. The laws of calculations in interval
Another matter is that values of some of the variables are type-2 fuzzy sets are very close to the laws of general type-1 fuzzy
determined by asking passengers' opinions through the aid of sets. So, anyone who is familiar with fuzzy sets can easily take
questionnaire tool. It is obvious that passengers' opinions become advantage of uncertainty in the membership function of interval
more explanatory and give up their absolute values in this situation. type-2 fuzzy sets. A crisp number (like C) can simply turn into in-
For this reason, crisp numbered data are not sufficient for making terval type-2 fuzzy number (c,c,c,c;1,1)(c,c,c,c;0.9,0.9) (Abdullah
suitable analysis and fuzzy approach should be taken instead. and Zulkifli, 2015).
However, criticisms have always been raised about this matter that Considering A, B (shown by equations (1) and (2)) as two trap-
the membership function in ordinary fuzzy sets (which can be ezoidal interval type-2 fuzzy numbers, the laws of calculations are
called Type-1 fuzzy set) does not indicate any uncertainty. This is as follow:

A ¼ AU ; AL ¼ aU U U U
1 ; a2 ; a3 ; a4 ; H1 A
U
; H2 AU ; aL1 ; aL2 ; aL3 ; aL4 ; H1 AL ; H2 AL (1)

B ¼ BU ; BL ¼ bU U U U
1 ; b2 ; b3 ; b4 ; H1 B
U
; H2 BU ; bL1 ; bL2 ; bL3 ; bL4 ; H1 BL ; H2 BL (2)

!
0 aU U U U U U U U U
; H1 BU ; 1
1 þ b1 ; a2 þ b2 ; a3 þ b3 ; a4 þ b4 ; min H1 A
;C
BB min H2 AU ; H2 BU C
A þ B ¼ AU ; AL þ BU ; BL ¼ B
B
! C
C (3)
@ aL1 þ bL1 ; aL2 þ bL2 ; aL3 þ bL3 ; aL4 þ bL4 ; min H1 AL ; H1 BL ; A

L L
min H2 A ; H2 B

!
0 aU U U U U U U U U
; H1 BU ; 1
1 b4 ; a2 b3 ; a3 b2 ; a4 b1 ; min H1 A
;C
BB min H2 AU ; H2 BU C
A B ¼ AU ; AL BU ; BL ¼ B
B
! C
C (4)
L L L L L L L L L L
@ a1 þ b4 ; a2 b3 ; a3 b2 ; a4 b1 ; min H1 A ; H1 B ; A
L
L
min H2 A ; H2 B

1
1 1 U 1 U 1 U 1 U 1 1 1
ðAÞ ¼ a1 ; a2 ; a3 ; a4 ; H1 AU ; H2 AU ; aL1 ; aL2 ; aL3 ; aL4 ; H1 AL ; H2 AL (5)
k k k k k k k k k
L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290 279

!
0 aU U U U U U U U U
; H1 BU ; 1
1 b1 ; a2 b2 ; a3 b3 ; a4 b4 ; min H1 A
;C
BB min H2 AU ; H2 BU C
A5B ¼ AU ; AL * BU ; BL ¼ B
B
! C
C (6)
L L L L L L L L L L
@ a1 b1 ; a2 b2 ; a3 b3 ; a4 b4 ; min H1 A ; H1 B ; A
L
L
min H2 A ; H2 B

In this regard, the value of each variable in the network of this consulting experts in the planning department of Iran airports
study is determined by application of interval type-2 fuzzy holding company and the value of pollutions levels is specified by
numbers and the upper and lower limits of the values are specified consulting experts in Standards department of Iran airports holding
considering equations (7) and (8). This makes it possible to take an company. This is done because there was no exact document about
account of two SBM dynamic networks DEA in order to determine the values of these variables. So, the values are appointed by
an interval number for the total efficiency of decision making units consulting experts and using related documents. The questions
and their nodes in each time scale separately. being shared with these experts are shown in appendix B. Another
point is that the lower limit and upper limit of the values of these
1 U 1 L variables are depicted in Table 6. Pollutions levels were not
M* ðAÞ ¼ a5 þ 2aU U
6 h1 þ a1 þ 2aL2 hL1 (7) noticeably changed during the 2 time scales of investigation. That is
6 6
why, their values are considered equal in these time scales based on
suggestion of experts in Standards department of Iran airports
1 U 1 L
M * ðAÞ ¼ a8 þ 2aU U
7 h2 þ a4 þ 2aL3 hL2 (8) holding company.
6 6 For more clarification about the calculation process for gaining
For more description, it should be said that by consideration of the values of the variables of the network in Fig. 1, it should be
Cochran formula for unlimited population and taking 90% confi- considered that each respondent announces his opinion about each
dence level and 7% error, 139 passengers of each under investiga- question of the questionnaire with the aid of linguistic variables
tion airport are selected. Their opinions about airport's social shown in Table 4. Then, the equivalent interval type-2 fuzzy
responsibility, its reputation, service quality and their satisfaction number is considered for each opinion by the researcher. After that,
are gathered with the aid of questionnaire based on scale shown in these equivalent interval type-2 fuzzy numbers are added together
Table 4. Such a scale has been used in Abdullah and Zulkifli (2015) by application of equation (3) and the mean of them is determined
study. Although the objectives of these studies are different, both by using equation (7) (considering number of respondents as
studies are gathering opinions based on 5 linguistic variables with parameter k). The means of the respondents' opinions for each
similar relation. question of the questionnaire are specified in this way in order to
Each passenger has been asked to announce his/her opinion make it possible to gain one interval type-2 fuzzy number for each
about each question by choosing one linguistic variable shown in question which can reflect the opinions of all the respondents.
Table 4. Passengers announced their opinions for each period -New After that, it becomes possible to gain one special interval type-2
Year Holiday period (time scale 1) and normal time scale (time scale fuzzy number for the whole questions of the questionnaire by
2)- separately in the questionnaire. After that, the related interval repeating the mentioned process considering obtained means of
type-2 fuzzy numbers are considered for more calculation. The the respondents' opinions for each question. In this way, one in-
mean of passengers' opinions about each question is determined by terval type-2 fuzzy number is announced for each variable of the
equation (2) (In this study, k in the 2 equation is equal to 139 which network in Fig. 1, for each under investigation airport. As an
is the number of passengers of each airport who have answered the example, the value of pollutions levels related to Mehrabad airport
questionnaire). At last, the mean of all of the questions for each is determined by the interval type-2 fuzzy number of (0.485, 0.585,
variable is determined similarly in order to catch one interval type- 0.585, 0.685; 1, 1)(0.535, 0.585, 0.585, 0.635; 0.9, 0.9).
2 fuzzy number for the value of each variable in the fuzzy system. Considering equations (7) and (8), the lower limit and upper
The lower limit (L.L.) and upper limit (U.L.) of each variable in the limit of the specified interval type-2 fuzzy number for each variable
fuzzy set that is specified based on passengers' opinions are of the network can be determined. These lower limits and upper
determined by equations (3) and (4) (Table 5). limits are used for determination of lower limit and upper limit of
“Policy making” and “pollutions levels” are 2 other fuzzy vari- airports efficiencies. The way of lower and upper limits calculation
ables. However, their values are not determined through passen- for the value of pollutions levels related to Mehrabad airport are
gers' opinions. The value of “policy making” is determined shown by equations (9) and (10).

Table 4
Scale that is used to gather passengers' opinions.

Linguistic variables The equivalent interval type-2 fuzzy number in the format of:
ðaU U U U U U L L L L L L
1 ; a2 ; a3 ; a4 ; H1 ðA Þ; H2 ðA ÞÞ; ða1 ; a2 ; a3 ; a4 ; H1 ðA Þ; H2 ðA ÞÞ

Strongly agree (0.8,0.9,0.9,1:1,1)(0.85,0.9,0.9,0.95:0.9,0.9)

Agree (0.6,0.7,0.7,0.8:1,1)(0.65,0.7,0.7,0.75:0.9,0.9)
Undecided (0.4,0.5,0.5,0.6:1,1)(0.45, 0.5,0.5, 0.55:0.9,0.9)
Disagree (0.2,0.3,0.3,0.4:1,1)(0.25,0.3,0.3,0.35:0.9,0.9)
Strongly Disagree (0,0.1,0.1,0.1:1,1) (0,0.1,0.1,0.05:0.9,0.9)
280 L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290

Table 5
Lower limit and upper limit of the values of those fuzzy variables that are determined by passengers.

Airport reputation Passengers' satisfaction Service quality Airport social responsibility

Time scale 1 Time scale 2 Time scale 1 Time scale 2 Time scale 1 Time scale 2 Time scale 1 Time scale 2

L.L. U.L. L.L. U.L. L.L. U.L. L.L. U.L. L.L. U.L. L.L. U.L. L.L. U.L. L.L. U.L.

Mehrabad 0.304 0.357 0.157 0.172 0.249 0.302 0.148 0.165 0.297 0.349 0.142 0.156 0.206 0.360 0.130 0.144
Mashhad 0.383 0.418 0.413 0.449 0.408 0.444 0.408 0.446 0.394 0.429 0.383 0.418 0.394 0.429 0.394 0.429
Imam Khomeini 0.223 0.251 0.216 0.244 0.191 0.211 0.174 0.193 0.227 0.254 0.202 0.228 0.207 0.233 0.195 0.221
Shiraz 0.182 0.200 0.225 0.254 0.196 0.217 0.211 0.221 0.161 0.178 0.220 0.248 0.156 0.173 0.193 0.218
Isfehan 0.118 0.132 0.192 0.213 0.103 0.119 0.178 0.202 0.109 0.132 0.193 0.214 0.105 0.119 0.193 0.215
Tabriz 0.348 0.378 0.412 0.450 0.300 0.328 0.388 0.423 0.283 0.310 0.348 0.382 0.288 0.316 0.413 0.453
Bandar Abbas 0.397 0.433 0.376 0.417 0.321 0.349 0.338 0.379 0.325 0.356 0.373 0.413 0.391 0.427 0.387 0.429
Zahedan 0.412 0.456 0.373 0.412 0.347 0.390 0.311 0.348 0.413 0.458 0.394 0.435 0.438 0.485 0.394 0.435
Ahvaz 0.453 0.499 0.405 0.444 0.327 0.366 0.304 0.339 0.453 0.499 0.398 0.437 0.487 0.535 0.412 0.453
Yazd 0.429 0.473 0.395 0.432 0.305 0.343 0.259 0.291 0.440 0.483 0.382 0.481 0.452 0.497 0.392 0.433
Kerman 0.377 0.413 0.429 0.470 0.262 0.295 0.229 0.329 0.366 0.402 0.414 0.455 0.369 0.407 0.424 0.468
Rasht 0.442 0.485 0.388 0.426 0.290 0.329 0.276 0.312 0.390 0.419 0.432 0.476 0.380 0.420 0.434 0.480
Kermanshah 0.385 0.420 0.416 0.453 0.354 0.389 0.278 0.305 0.266 0.294 0.392 0.426 0.289 0.316 0.354 0.389
Bushehr 0.399 0.437 0.296 0.324 0.295 0.327 0.195 0.215 0.294 0.321 0.389 0.426 0.230 0.256 0.294 0.428
Sari 0.294 0.321 0.377 0.413 0.296 0.324 0.241 0.265 0.368 0.403 0.230 0.256 0.195 0.215 0.289 0.321
Abadan 0.325 0.358 0.267 0.292 0.231 0.255 0.301 0.335 0.267 0.292 0.344 0.378 0.291 0.325 0.203 0.226
Gorgan 0.401 0.439 0.398 0.437 0.357 0.394 0.429 0.469 0.420 0.460 0.301 0.429 0.348 0.386 0.317 0.352
Urmia 0.401 0.440 0.335 0.370 0.332 0.367 0.394 0.433 0.330 0.368 0.161 0.178 0.297 0.330 0.361 0.400
Ardabil 0.357 0.391 0.334 0.367 0.347 0.383 0.337 0.371 0.352 0.386 0.354 0.389 0.341 0.375 0.332 0.368
Larestan 0.385 0.426 0.495 0.547 0.375 0.420 0.569 0.627 0.382 0.425 0.484 0.539 0.441 0.445 0.481 0.539
Ilam 0.396 0.441 0.369 0.412 0.394 0.437 0.313 0.352 0.416 0.462 0.394 0.439 0.353 0.396 0.383 0.428
Birjand 0.281 0.321 0.328 0.370 0.294 0.338 0.260 0.299 0.322 0.366 0.370 0.415 0.275 0.319 0.350 0.395
Khoramabad 0.231 0.264 0.153 0.182 0.198 0.229 0.193 0.224 0.267 0.303 0.193 0.225 0.290 0.326 0.270 0.305
Hamedan 0.257 0.302 0.218 0.253 0.320 0.370 0.182 0.214 0.316 0.365 0.253 0.287 0.359 0.408 0.230 0.265
Lamerd 0.368 0.422 0.391 0.450 0.326 0.378 0.379 0.437 0.406 0.463 0.430 0.493 0.437 0.494 0.497 0.560
Bojnord 0.366 0.427 0.428 0.488 0.401 0.460 0.357 0.413 0.410 0.472 0.461 0.525 0.524 0.586 0.511 0.575
Sanandaj 0.384 0.437 0.321 0.368 0.283 0.328 0.268 0.311 0.419 0.474 0.362 0.412 0.427 0.481 0.379 0.428
Sirjan 0.289 0.327 0.328 0.368 0.194 0.224 0.170 0.198 0.304 0.344 0.327 0.367 0.325 0.364 0.322 0.362

Table 6
Lower limit and upper limit of the values of policy making and pollutions levels
variables. 1
~ ¼ ð0:4851 þ 2*0:585Þ*1 þ 1 ð0:535 þ 2*0:585Þ*0:9
M* A
Policy making Pollutions
6 6
levels
¼ 0:531
Time scale 1 Time scale 2 Both time scales
(9)
L.L. U.L. L.L. U.L. L.L. U.L.

Mehrabad 0.157 0.172 0.154 0.168 0.531 0.580

Mashhad 0.082 0.090 0.084 0.093 0.481 0.529
Imam Khomeini 0.068 0.074 0.071 0.078 0.481 0.529 1
Shiraz 0.037 0.041 0.040 0.044 0.497 0.545
~ ¼ ð0:685 þ 2*0:585Þ*1 þ 1 ð0:635 þ 2*0:585Þ*0:9
M* A
Isfehan 0.028 0.030 0.027 0.029 0.539 0.588
6 6
Tabriz 0.016 0.018 0.015 0.016 0.457 0.505 ¼ 0:58
Bandar Abbas 0.012 0.013 0.012 0.013 0.481 0.529
Zahedan 0.006 0.006 0.006 0.006 0.562 0.610
(10)
Ahvaz 0.027 0.029 0.028 0.030 0.588 0.636
Now, the upper limit and lower limit of airports efficiencies can
Yazd 0.007 0.008 0.007 0.007 0.588 0.606
Kerman 0.008 0.008 0.006 0.007 0.485 0.533
be determined by the models described below and information that
Rasht 0.005 0.005 0.004 0.005 0.473 0.521 has been gathered through the best possible manner. For this, the
Kermanshah 0.006 0.007 0.005 0.006 0.495 0.543 upper limit of interval type-2 fuzzy numbers in each time scale are
Bushehr 0.005 0.005 0.004 0.004 0.473 0.521 used to calculate the related upper efficiencies while the lower
Sari 0.005 0.005 0.004 0.005 0.469 0.517
limits of such numbers are entered to the models related to the
Abadan 0.006 0.006 0.007 0.007 0.476 0.523
Gorgan 0.004 0.004 0.003 0.003 0.473 0.521 lower limit of airports efficiencies.
Urmia 0.004 0.004 0.004 0.004 0.469 0.517 For determination of the upper limit efficiency, especial con-
Ardabil 0.002 0.002 0.002 0.003 0.485 0.533 straints should be considered for each input (x), output (y), link (z
Larestan 0.003 0.003 0.003 0.003 0.530 0.577
Link) and carry-over (z Carry-over) of all the nodes. There are three
Ilam 0.002 0.003 0.002 0.002 0.489 0.537
Birjand 0.002 0.002 0.002 0.002 0.481 0.529
nodes of airport, community and passenger and the nodes are
Khoramabad 0.002 0.002 0.002 0.002 0.477 0.525 referred to with letter q. Equations (11) and (12) are related to
Hamedan 0.001 0.001 0.001 0.001 0.485 0.533 desirable inputs and outputs of each node in each time scale. If an
Lamerd 0.001 0.001 0.001 0.001 0.501 0.549 input is undesirable, its constraint should be written like desirable
Bojnord 0.001 0.001 0.001 0.001 0.505 0.553
outputs. The same is true as undesirable outputs. In other words,
Sanandaj 0.001 0.001 0.001 0.001 0.505 0.553
Sirjan 0.001 0.002 0.001 0.001 0.489 0.535 the constraints related to undesirable outputs should be written
like the constraints of inputs.
L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290 281

nX
DMU
t tinput X
28
xLt
j lqj þ sqk ¼ xLt
0 ct q ¼ 1; 2; 3 k ¼ 1; …ninputs ltq j ¼ 1; cq; t (15)
j¼1 j¼1
(11)
cs; l 0 (16)
nX
DMU
t toutput
yUt
j lqj sqm ¼ yUt
0 ct q ¼ 1; 2; 3 m ¼ 1; …noutputs
j¼1 Objective function for determination the upper limit of effi-
ciency of the total network in the whole time scale is shown by
(12)
equation (17) while the upper limit of efficiency of each node in
Another issue is that all the links and carry-overs should be each time scale and the upper limit of efficiency of each node in the
treated as the input of the second node and the output of the first whole time scales are determined by equations (18) and (19). Full
node. So, constraints seen in equations (11) and (12) should be model to calculate the upper limit of efficiency is presented in
considered for them paying attention to their desirability for each appendix A. Model for determination the lower limit of efficiency
node. In addition, equation (13) is used for each link to show the can be shaped similarly.

2 2 0 133
2 3
P2 P3 Pk stinput Pr stinput Pn ðt;tþ1Þinput
Wt4 wq 41 ninputs þnlinksasinput @ A55
1 sqn
6 t¼1 q¼1 þncarryoverasinput i¼1
qk
xLt
þ qr
i¼1 zLt þ i¼1 ðt;tþ1ÞL
7
z0
6 0 0
7
rU0 ¼ min6
6 " " !##7
7 (17)
4P2 P3 1
Pm stoutput Pr stoutput Pn ðt;tþ1Þoutput
sqn 5
q¼1 w 1 þ noutputs þnlinksasoutput þncarryoverasoutput þ þ
t q qm qr
t¼1 W i¼1 yUt i¼1 zUt i¼1 ðt;tþ1ÞU
z0
0 0

0 1
Pk stinput Pr stinput Pn ðt;tþ1Þinput
1
1 ninputs þnlinksasinput @ qk
þ qr
þ
sqn A
þncarryoverasinput i¼1 xLt
0
i¼1 zLt
0
i¼1 z0
ðt;tþ1ÞL

dU0 ¼ min ! (18)

1
Pm stoutput Pr stoutput Pn ðt;tþ1Þoutput
sqn
1 þ noutputs þnlinksasoutput þncarryoverasoutput qm
i¼1 yUt þ qr
i¼1 zUt þ i¼1 ðt;tþ1ÞU
0 0 z0

2 0 13
P2 Pk stinput Pr stinput Pn ðt;tþ1Þinput
wt 41 ninputs þnlinksasinput @ A5
1 sqn
t¼1 þncarryoverasinput i¼1
qk
xLt
þ qr
i¼1 zLt þ i¼1 ðt;tþ1ÞL
0 0 z0
tU0 ¼ min " !# (19)
P2 1
Pm stoutput Pr stoutput Pn sqn
ðt;tþ1Þoutput

t¼1 wt 1 þ noutputs þnlinksasoutput þncarryoverasoutput qm

i¼1 yUt þ qr
i¼1 zUt þ i¼1 ðt;tþ1ÞU
0 0 z0

continuity of links between nodes. Equation (14) plays the same The same approach can be taken to determine the lower limit of
role for carry-overs, while equation (15) can make the model to be efficiency. Equations 11e19 should be used with little difference.
run in the variable return to scale (VRS). At last, equation (16) For example, desirable inputs and outputs should be considered by
should be added to the model. equations (20) and (21). Just like before, links and carry-overs
should be considered as input of the second node and output of
nX
DMU nX
DMU the first one paying attention to their desirability for each node.
ðoutputÞU t ðinputÞL t
zLink j lbj ¼ zLink j laj ct; DMU (13) Constraints of undesirable inputs should be written as the con-
j¼1 j¼1 straints of desirable outputs and vice versa.

nX
DMU nX
DMU nX
DMU
ðoutputÞU t ðinputÞL tþ1 t tinput
zCarryover j lbj ¼ zCarryover j laj ct; DMU xLt
j lqj þ sqk ¼ xUt
0 ct q ¼ 1; 2; 3 k ¼ 1; …ninputs
j¼1 j¼1 j¼1

(14) (20)
282 L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290

X
28
ltqj ¼ 1 cq; t (24)
nX
DMU j¼1
t toutput
yUt
j lqj sqm ¼ yLt
0 ct q ¼ 1; 2; 3 m ¼ 1; …noutputs
j¼1
cs; l 0 (25)
(21)
By adding the objective function to the constraints (20e25), the
Again, 2 constraints should be considered to show continuity of whole model for determination of the lower limit of efficiency is
links and carry-overs (equations (22)e(23)). Finally, equations constituted. Equations 26e28 show the objective functions for the
numbered (24) and (25) should be added to the model just like total lower limit of efficiency, the lower limit of efficiency of each
before. node in each time scale and the lower limit of efficiency of each
node in the whole time scales.

2 2 0 133
2 3
P2 P3 Pk stinput Pr stinput Pn ðt;tþ1Þinput
Wt4 wq 41 @ A55
1 sqn
6 t¼1 q¼1 ninputs þnlinksasinput þncarryoverasinput i¼1
qk
xUt
þ qr
i¼1 zUt þ i¼1 ðt;tþ1ÞU
7
z0
6 0 0
7
rL0 ¼ min6
6 " " !##7
7 (26)
4P2 P3 1
Pm stoutput Pr stoutput Pn ðt;tþ1Þoutput
sqn 5
t¼1 Wt q¼1 wq 1 þ noutputs þnlinksasoutput þncarryoverasoutput qm
i¼1 yLt þ qr
i¼1 zLt þ i¼1 ðt;tþ1ÞL
0 0 z0

0 1
Pk stinput Pr stinput Pn sqn
ðt;tþ1Þinput
1
1 ninputs þnlinksasinput @ qk
þ qr
þ A
þncarryoverasinput i¼1 xUt
0
i¼1 zUt
0
i¼1 z0
ðt;tþ1ÞU

dL0 ¼ min ! (27)

1
Pm stoutput Pr stoutput Pn ðt;tþ1Þoutput
sqn
1 þ noutputs þnlinksasoutput þncarryoverasoutput qm
i¼1 yLt þ qr
i¼1 zLt þ i¼1 ðt;tþ1ÞL
0 0 z0

2 0 13
P2 Pk stinput Pr stinput Pn ðt;tþ1Þinput
wt 41 @ A5
1 sqn
t¼1 ninputs þnlinksasinput þncarryoverasinput i¼1
qk
xUt
þ qr
i¼1 zUt þ i¼1 ðt;tþ1ÞU
0 0 z0
tL0 ¼ min " !# (28)
P2 1
Pm stoutput Pr stoutput Pn sqn
ðt;tþ1Þoutput

t¼1 wt 1 þ noutputs þnlinksasoutput þncarryoverasoutput qm

i¼1 yLt þ qr
i¼1 zLt þ i¼1 ðt;tþ1ÞL
0 0 z0

nX
DMU nX
DMU
After that, the possibility degrees of preferences about airports'
ðoutputÞU t ðinputÞL t efficiencies can be determined considering the upper (E) and lower
zLink j lb j ¼ zLink j laj ct; DMU (22)
j¼1 j¼1 (E) limits of their efficiencies by taking advantage of equation (29).
In this way, the matrix of possibility degrees of preferences about
airports is obtained (equation (30)). Each row of this matrix shows
nX
DMU nX
DMU
t ðinputÞL tþ1 possibility degrees of preferences of an airport against other ones.
zCarryoverj ðoutputÞU lb j ¼ zCarryover j la j ct; DMU
This matrix surly contains a row with degrees of equal or more than
j¼1 j¼1
0.5 value. The related airport gets the first rank in this way. Other
(23) airports are ranked after elimination of row and column of the
mentioned airport as such (Hashemi et al., 2014; Li et al., 2007).

max 0; E2 E2 þ E1 E1 max 0; E1 E2
PðE2 _E1 Þ ¼ (29)
E2 E2 þ E1 E1
L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290 283

0 1 efficiency : : : airport28 efficiency

airport1 efficiency airport 1
: PðE1 _E1 Þ PðE1 _E2 Þ :::: PðE1 _E28 Þ
P¼ : B PðE2 _E1 Þ PðE2 _E2 Þ :::: PðE2 _E28 Þ C (30)
B C
: @ A
airport28 efficiency PðE28 _E1 Þ PðE28 _E2 Þ PðE28 _E28 Þ

4. Results and analysis consider reducing environmental pollutions as an important mat-

ter in addition to paying attention to the views of shareholders.
Information of 28 of the most crowded passenger Iranian air- Taking advantages of successful airports experiences through the
ports is gathered and the fuzzy dynamic network DEA model that is world and trying to set proper branding would be useful to fit in
extended in the previous section is run using GAMS 23.4. As is this way. It is believed that existence of an office in each airport
obvious in Table 7, Lamerd airport is the most efficient airport with determined staff that is responsible for preserving the
considering the whole network and 2 time scales. Bojnord and regional species and pursuing the trend of pollutions levels
Sanandaj airports have received the second and the third ranks reduction is helpful in implementing the environmental re-
while Isfahan and Tabriz airports have got the last rank. The same sponsibility of the airport. In addition, having a plan for takeoff and
analysis is possible for each node of airport, community and pas- landing aircrafts during day and night causes the pollutions levels
senger in the network that is shown in Fig. 1. Considering the var- such as noise or light pollution to be decreased.
iables related to the airport node in the network, Lamerd airport Considering the variables related to the airport node (Fig. 1), it
becomes the most efficient airport in the whole time scales, while becomes clear that non-aviation income plays a significant role in
Ilam airport is known as the most efficient airport considering the making airports efficient. This is especially important since in-
first time scale. However, Mehrabad, Ahvaz, Abadan, Ilam and Sir- terviews with managers of Iran airports holding company show that
jan airports get the first rank in time scale 2 (see Table 7). the rate of non-aviation income in Iran is far less than the global
Considering the community node, it should be said that Bojnord rate. Components such as the number of retail shops and the quality
airport is known as the most efficient airport in total time scales of their goods should be investigated in order to make it possible to
and also in time scale 1. However, Lamerd airport has got the first have a suitable plan for the increment of non-aviation income. Also,
rank taking account of components in time scale 2. Based on the budgeting and policy making should be in a way that makes social
results depicted in Table 7 and consideration of information related and environmental responsibilities of airports and service quality
to the passenger node, Birjand airport is the most efficient one in consistence with community and passengers expectations.
whole time scales and in time scale 2 while Larestan airport is the The mean efficiency of airports considering passenger node is
most efficient airport in time scale 1 (Table 7). more than two other nodes (Fig. 2). Such result is not surprising
Such results shed the light on the path of airports going sus- since most of the Iran airports are domestic ones with regional
tainable. Each airport can determine its priorities in strategic passengers who are not familiar with worldwide standards. How-
planning and takes advantages of the experiences of the efficient ever, the whole community can be aware of airports performance
airports. It is worth noting that some conditions and differences through social media and compare this performance with the
such as availability of human resources, weather conditions and performance of airports around the world. So, the airport managers
environmental species must be observed while benchmarking. should always try to increase the quality of services.
However, more detailed assessments can bring useful manage- Similar analysis can be done considering the 2 time scales. The
rial, economics and political interpretations. The means of total numbers of airports that have better performance in each time scale
efficiencies of 28 airports based on each node of airport, commu- considering each node of airport, community and passenger are
nity and passenger are shown in Fig. 2. As is obvious, the mean depicted in Fig. 4. Considering airport node, it becomes clear that 11
efficiency of community node is less than two other nodes, while airports from the total 28 ones have better performance in time
the passenger node is in a better situation in comparison to other. scale 1 (time scale related to New Year holidays), 15 airports have
Besides, as is depicted in Fig. 3, in 19 airports of total 28 ones, the been better in time scale 2 (ordinary time scale) and the perfor-
passenger node is more efficient in comparison to airport node and mance of 2 airports are equal in two time scales. So, it is observable
community node. In 8 airports, the airport node is more efficient that work load during the holidays has caused the performance of
than two other nodes while only in 1 airport (Sannadaj airport) the most of the airports to be decreased. The same event is shaped
community node is more efficient than two other nodes. So, it considering the community node and it should be said that the
becomes clear that current main problem of Iran airports is related work load has caused the reputation to be decreased. However, the
to their relationships with community and related responsibilities. performance of most of the airports is better in time scale 1
It is clear that at the moment, Iran airports are failed to fulfill considering the passenger node. This is because of the programs
their social responsibilities and can't manage the number of takeoff that are run at airports on occasion of the arrival of the New Year.
and landing aircrafts in a way that brings reputation to them and Even banners can change the atmosphere of the airport and transfer
decrease the levels of pollutions such as air pollution. It seems that happiness. Such matters can increase satisfaction of regional pas-
specifying suitable visions for social responsibility and decreasing sengers but not the whole community as the results show. These
the levels of pollutions in addition to taking strategies and opera- results should be under consideration by airports managers in order
tional planning with defined milestones can be helpful in catching to be guided how to enhance the total efficiency of airports.
such objectives. The policies taken by airports through this path
should be presented to shareholders and the communications 5. Conclusions and future research
paths must be clarified in order to make them capable to transfer
their comments. Such things cause the shareholders to understand This study investigates the efficiency performance of 28 airports
that airports believe in their responsibilities toward society and based on their attention toward sustainable development
284
Table 7
Efficiencies of under investigation airports.

Airports Total efficiency Airport node efficiencies Community node efficiencies Passenger node efficiencies

R. Total T. R. T.1 R. T.2 R. Total T. R. T.1 R. T.2 R. Total T. R. T.1 R. T.2 R.

L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290

Mehrabad [0.43,0.57] 8 [0.77,1] 2 [0.83,1] 4 [0.94,1] 1 [0.16,0.61] 10 [0.22,0.36] 24 [0.7,1] 4 [0.5,0.72] 13 [0.66,0.79] 5 [0.55,0.61] 16
Mashhad [0.43,0.45] 16 [0.7,0.9] 5 [0.81, 1] 5 [0.8,0.83] 3 [0.28,0.28] 21 [0.37,0.45] 19 [0.45,0.54] 18 [0.3,0.46] 22 [0.4,0.59] 21 [0.33,0.51] 21
Imam Khomeini [0.42,0.43] 18 [0.37,0.4] 10 [0.43,0.46] 9 [0.38,0.43] 9 [0.14,0.17] 26 [0.2,0.25] 26 [0.23,0.28] 22 [0.41,0.42] 21 [0.41,0.51] 24 [0.33,0.38] 23
Shiraz [0.41,0.42] 19 [0.22,0.45] 19 [0.24,0.26] 18 [0.1,0.11] 18 [0.11,0.13] 27 [0.15,0.19] 27 [0.19,0.22] 23 [0.47,0.59] 17 [0.43,0.53] 22 [0.33,0.39] 22
Isfehan [0.41,0.41] 20 [0.24,0.26] 18 [0.24,0.26] 18 [0.01,0.01] 19 [0.08,0.09] 28 [0.1,0.12] 28 [0.18,0.21] 24 [0.47,0.59] 17 [0.42,0.53] 23 [0.31,0.38] 24
Tabriz [0.41,0.42] 20 [0.04,0.06] 21 [0.03,0.06] 22 [0.14,0.15] 17 [0.25,0.31] 20 [0.32,0.38] 23 [0.43,0.51] 20 [0.47,0.48] 18 [0.45,0.46] 25 [0.44,0.45] 20
Bandar Abbas [0.46,0.48] 14 [0.28,0.64] 13 [0.24,0.26] 20 [0.29,0.31] 13 [0.28,0.35] 15 [0.39,0.53] 12 [0.47,0.57] 17 [0.55,0.56] 16 [0.49,0.51] 20 [0.47,0.58] 18
Zahedan [0.47,0.48] 13 [0.3,0.64] 12 [0.3,0.33] 16 [0.25,0.27] 14 [0.27,0.33] 18 [0.4,0.47] 15 [0.48,0.57] 16 [0.61,0.63] 12 [0.53,0.64] 17 [0.67,0.68] 11
Ahvaz [0.46,0.48] 15 [0.71,1] 4 [0.94,1] 2 [0.94,1] 1 [0.26,0.31] 19 [0.41,0.51] 13 [0.43,0.52] 19 [0.47,0.59] 17 [0.64,0.71] 8 [0.43,0.48] 19
Yazd [0.47,0.48] 13 [0.44,0.65] 9 [0.41,0.44] 10 [0.38,0.43] 9 [0.28,0.33] 17 [0.4,0.48] 14 [0.5,0.59] 15 [0.66,0.69] 8 [0.65,0.67] 9 [0.68,0.71] 9
Kerman [0.47,0.48] 13 [0.44,0.65] 9 [0.35,0.38] 12 [0.37,0.4] 11 [0.28,0.33] 17 [0.38,0.47] 16 [0.48,0.57] 16 [0.61,0.64] 11 [0.63,0.64] 12 [0.58,0.61] 14
Rasht [0.49,0.59] 5 [0.27,0.64] 14 [0.24,0.26] 18 [0.26,0.28] 14 [0.35,1] 4 [0.45,1] 5 [0.61,1] 5 [0.57,0.59] 15 [0.56,0.61] 16 [0.57,0.58] 17
Kermanshah [0.46,0.48] 14 [0.28,0.64] 13 [0.24,0.26] 18 [0.3,0.32] 12 [0.28,0.34] 16 [0.33,0.4] 21 [0.51,0.6] 14 [0.59,0.61] 14 [0.51,0.62] 19 [0.58,0.59] 15
Bushehr [0.46,0.53] 9 [0.39,0.65] 11 [0.33,0.36] 13 [0.37,0.44] 8 [0.31,0.45] 11 [0.31,0.53] 17 [0.63,0.8] 10 [0.69,0.71] 7 [0.67,0.69] 7 [0.69,0.71] 6
Sari [0.43,0.47] 16 [0.26,0.63] 15 [0.25,0.27] 17 [0.22,0.24] 15 [0.23,0.28] 23 [0.25,0.3] 25 [0.41,0.48] 21 [0.63,0.65] 9 [0.64,0.65] 10 [0.66,0.67] 12
Abadan [0.46,0.53] 9 [0.61,0.72] 7 [0.45,0.48] 8 [0.94,1] 1 [0.25,0.3] 22 [0.33,0.39] 22 [0.75,1] 3 [0.7,0.73] 6 [0.78,0.82] 4 [0.68,0.73] 8
Gorgan [0.48,0.54] 6 [0.46,0.67] 8 [0.43,0.46] 9 [0.39,0.46] 7 [0.33,0.51] 8 [0.42,0.77] 7 [0.63,0.87] 7 [0.81,0.85] 4 [0.84,0.85] 3 [0.81,0.83] 2
Urmia [0.48,0.53] 7 [0.24,0.63] 17 [0.24,0.26] 18 [0.2,0.21] 16 [0.33,0.52] 7 [0.38,0.72] 8 [0.58,0.82] 11 [0.61,0.63] 12 [0.63,0.64] 12 [0.58,0.59] 15
Ardabil [0.48,0.49] 10 [0.22,0.45] 19 [0.2,0.21] 19 [0.22,0.24] 15 [0.32,0.37] 12 [0.43,0.51] 11 [0.57,0.67] 12 [0.62,0.64] 10 [0.63,0.65] 11 [0.59,0.61] 13
Larestan [0.47,0.49] 12 [0.45,0.64] 9 [0.57,0.6] 7 [0.68,0.73] 4 [0.3,0.36] 14 [0.46,0.52] 10 [0.51,0.6] 14 [0.7,1] 2 [0.8,1] 1 [0.58,1] 5
Ilam [0.52,0.58] 4 [0.77,1] 2 [0.94,1] 1 [0.94,1] 1 [0.44,0.61] 5 [0.7,1] 3 [0.65,0.95] 6 [0.65,0.79] 5 [0.56,0.65] 15 [0.64,0.85] 7
Birjand [0.46,0.48] 14 [0.13,0.53] 20 [0.11,0.12] 21 [0.29,0.31] 13 [0.27,0.33] 18 [0.37,0.46] 18 [0.47,0.57] 17 [0.83,0.88] 1 [0.66,0.76] 6 [0.89,0.91] 1
Khoramabad [0.46,0.53] 9 [0.34,0.53] 16 [0.39,0.42] 11 [0.42,0.59] 5 [0.23,0.66] 6 [0.36,0.44] 20 [0.48,1] 8 [0.82,0.88] 3 [0.85,0.89] 2 [0.62,0.74] 10
Hamedan [0.42,0.49] 17 [0.38,0.42] 18 [0.26,0.37] 15 [0.27,0.45] 10 [0.35,0.42] 9 [0.57,0.69] 6 [0.66,0.79] 9 [0.36,0.51] 20 [0.58,0.67] 13 [0.2,0.23] 26
Lamerd [0.54,0.68] 1 [0.83,1] 1 [0.93,1] 3 [0.93,1] 2 [0.51,1] 2 [0.77,1] 2 [0.85,1] 1 [0.7,1] 2 [0.66,0.76] 6 [0.76,0.84] 3
Bojnord [0.54,0.66] 2 [0.71, 1] 4 [0.25,0.41] 14 [0.93,1] 2 [0.52,1] 1 [0.84,1] 1 [0.75,1] 3 [0.7,1] 2 [0.53,0.62] 18 [0.72,0.79] 4
Sanandaj [0.51,0.66] 3 [0.61,0.77] 6 [0.61,1] 6 [0.45,0.45] 6 [0.44,1] 3 [0.68,1] 4 [0.76,1] 2 [0.65,0.79] 5 [0.64,0.65] 10 [0.68,0.72] 8
Sirjan [0.46,0.5] 11 [0.74,1] 3 [0.93,1] 3 [0.94,1] 1 [0.29,0.38] 13 [0.46,0.64] 9 [0.55,0.68] 13 [0.36,0.54] 19 [0.58,0.66] 14 [0.31,0.36] 25
L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290 285

0.7 related to the passengers. This approach makes it possible to

0.6 have a comprehensive and unique consideration of current
Passenger sustainability situation of airports as a crucial part of air
0.5 node Av. transportation system.
Airport
Efficiency

0.4 0.637
node Av.
0.3 0.549 Expanding on the previous contributions that contain both
Community
node Av. technical and conceptual aspects, the current study allows gaining
0.2
0.373 insights on how the functions of the airports viewed from multiple
0.1 perspectives, relate to one another and shape the sustainability of
0 the airport. The fuzzy dynamic network DEA seems suitable to map
the relationships of the perspectives. As is clear, Lamerd airport is
Fig. 2. The means of total efficiencies of 28 airports.
the most efficient airport considering the whole network in Fig. 1.
Airports can shed a light on their path of success by consideration of
19 different matters such as climate conditions while benchmarking.
20
Besides, analysis shows that the main current problem of most
18
16
of the Iran airports is related to their relationships with community.
14 Airport managers should take specific policies to transfer their
12 sustainability values to the community and also set detailed plans
10 in order to determine the best ways of performing social and
8
8 environmental responsibilities.
6 This study is faced with some limitations. Meeting these limi-
4 tations in next studies will make such studies more valuable. For
2 1 example, it was impossible in this study to determine service
0 quality by using airports' official documents or by exact investiga-
Number of airports in Number of airports in Number of airports in
which airport node is which community node which passenger node is tion of the situation. Gaining information about service quality in
more efficient than 2 is more efficient than 2 more efficient than 2 such ways enhances the accuracy of the next studies. Besides, it will
others others others be essential to investigate the employees' working conditions, hy-
giene and their other relevant matters in the community node in
Fig. 3. Comparison of airport, community and passenger nodes against each other.
future research.
In addition, this study raises the possibility of carrying out
principles. In addition, it can be said that current study offers the several other studies in the future. Future studies can concentrate
transportation, sustainable development and efficiency perfor- on evaluation of airports' sustainability performance paying
mance measurement literatures a threefold contribution: attention to such variables and taking advantages of techniques
such as Malmquist index in order to determine airports' produc-
(1) The dynamic network DEA approach of Tone and Tsutsui tivity. In this way, airports can determine their path through suc-
(2014) is extended and a novel type of fuzzy dynamic cess by suitable benchmarking and administration. Such an
network DEA is presented in this way. This makes it possible investigation is necessary through the whole parts of air trans-
to deal with vagueness of variables more properly. That is portation value chain too. This increases coordination and improves
why such an approach is necessary. service quality. Besides, such an approach can be used to compare
(2) This study proposes a bridge between DEA technique and the performance of airports or other parts of transportation systems
sustainability evaluation of airports. Taking a suitable DEA based on their resilience. Resilience is a very important concept
model causes airport managers to understand the current which can help a system to continue its business facing various
situation and get a chance to set a flawless strategic plan for challenges in the current world. In addition, it should be mentioned
improvement in this domain. that using methods such as fuzzy Monte Carlo creates this chance to
(3) The network of the DEA technique which is taken in this compare different scenarios and help airports managers or man-
study considers the functions that are directly related to the agers of any other similar systems to examine specified approaches
airport, matters related to the community and matters before implementations.

16 15 30 18
26 16
14 16
25
12 14
11 12
Number of airports

20 12
10
10
8 15
8
6
10 6
4 4
2 5
2 2 2
0 0
0 0 0
aiport aiport egual community community equal passenger passenger egual
node- T1 node- T2 node- T1 node- T2 node- T1 node- T2

Fig. 4. Comparison of airports performance in 2 different time scales.

286 L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290

Appendix A

Full model to calculate the upper limit of efficiency

" " !# " !##

2 s1input s1input s1input
W T1 wair $ 1 11
xLbu1
þwcom $ 112 21
xLtl1
þ 22Lpl1
6 0 0 x 0
rU0 ¼min6
4 " " !# " !# " !##
s1output s1output s1output s1output s1output s1output s1output s1output s1output
W T1 wair $ 1þ15 11
þ 12
þ 13
þ 14
þ 15
þwcom $ 1þ12 21
þ 22
þwpass $ 1þ12 31
þ y32Usa1
yUpm1
0
yUna1
0 yUtl1
0
yUsr1
0 yUsq1
0
yUsr1
0
yUcr1
0 yUsq1
0 0

" " !# " !##

s2input s2input s2input 3
W T2 wair $ 1 11
xLbu2
þwcom $ 112 21
xLtl2
þ 22Lpl2
0 0 x 0 7
þ " " !# " !# " !##7
5
s2output s2output s2output s2output s2output s2output s2output s2output s2output s2output
W T2 wair $ 1þ15 11
þ 12
þ 13
þ 14
þ 15
þwcom $ 1þ13 21
þ 22
þ 23
þwpass $ 1þ12 31
þ 32
yUpm2
0
yUna2
0 yUtl2
0
yUsr2
0 yUsq2
0
yUsr2
0
yUcr2
0
yUcr1
0 yUsq2
0
yUsa2
0

St

Inputs and outputs of airport node considering their desirability (time scale 1)
P28 Lbu1 l1 Budget e desirable input for airport node
j¼1 xj 1 j þ s1input
11 ¼ xLbu1
0
P28 Upm1 1 Policy making- undesirable input for airport node
j¼1 yj s1output
l1 j 11 ¼ yUpm1
0
P28 Una1 1 1output Non-aviation income- desirable output for airport node
j¼1 yj l1 j s12 ¼ yUna1
0
P28 Utl1 1 The number of takeoff and landing- desirable output for airport node
j¼1 yj l1 j s1output
13 ¼ yUtl1
0
P28 Usr1 l1 Social responsibility- desirable output for airport node
j¼1 yj 1 j s1output
14 ¼ yUsr1
0
P28 Usq1 1 Service quality- desirable output for airport node
j¼1 yj l1 j s1output
15 ¼ yUsq1
0
Inputs and outputs of community node considering their desirability (Time scale 1)
P28 Ltl1 l1 The number of takeoff and landing- desirable input for community node
j¼1 xj 2 j þ s1input
21 ¼ xLtl1
0
P28 Lpl1 1 pollutions levels- undesirable output for community node
j¼1 xj l2 j þ s1input
22 ¼ xLpl1
0
P28 Usr1 l1 Social responsibility- undesirable input for community node
j¼1 yj 2 j s1output
21 ¼ yUsr1
0
P28 Ucr1 l1 Corporate reputation- desirable output for community node
j¼1 yj 2 j s1output
22 ¼ yUcr1
0
Inputs and outputs of passenger node considering their desirability (Time scale 1)
P28 Usq1 1 Service quality- undesirable input for passenger node
j¼1 yj l3 j s1output
31 ¼ yUsq1
0
P28 Usa1 l1 Satisfaction- desirable output for passenger node
j¼1 yj 3 j s1output
31 ¼ yUsa1
0
links between airport node and community node (Time scale 1)
P28 Utl1 l1
P28 Ltl1 l1 The number of takeoff and landing- link between airport node and community node- considering its desirability for
j¼1 zLink j 1 j ¼ j¼1 zLink j 2 j
each node
P28 Usr1 l1
P28 Usr1 l1 Social responsibility- link between airport node and community node- considering its desirability for each node
j¼1 zLink j 1 j ¼ j¼1 zLink j 2 j
links between airport node and passenger node (Time scale 1)
P28 Usq1 l1
P28 Usq1 l1 Service quality- link between airport node and passenger node- considering its desirability for each node
j¼1 zLink j 1 j ¼ j¼1 zLink j 3 j
Inputs and outputs of airport node considering their desirability (Time scale 2)
P28 Lbu2 l2 Budget e desirable input for airport node
j¼1 xj 1 j þ s2input
11 ¼ xLbu2
0
P28 Upm2 2 Policy making- undesirable input for airport node
j¼1 yj s2output
l1 j 11 ¼ yUpm2
0
P28 Una2 2 2output Non-aviation income- desirable output for airport node
j¼1 yj l1 j s12 ¼ yUna2
0
P28 Utl2 2 The number of takeoff and landing- desirable output for airport node
j¼1 yj l1 j s2output
13 ¼ yUtl2
0
P28 Usr2 l2 s2output ¼ yUsr2 Social responsibility- desirable output for airport node
j¼1 yj 1 j 14 0
P28 Usq2 2 2output Service quality- desirable output for airport node
y
j¼1 j l1j s15 ¼ yUsq2
0
Inputs and outputs of community node considering their desirability (Time scale 2)
P28 Ltl2 l2 The number of takeoff and landing- desirable input for community node
j¼1 xj 2j þ s2input
21 ¼ xLtl2
0
P28 Lpl2 2 pollutions levels- undesirable output for community node
j¼1 xj l2j þ s2input
22 ¼ xUpl2
0
P28 Usr2 l2 Social responsibility- undesirable input for community node
j¼1 yj s2output
2j 21 ¼ yUsr2
0
P28 Ucr2 2 Corporate reputation- desirable output for community node
j¼1 yj s2output
l2j 22 ¼ yUcr2
0
P28 Ucr1 2 Corporate reputation- undesirable input for community node transferred from community node in time scale 1
j¼1 yj l2j s2output
23 ¼ yUcr1
0
Inputs and outputs of passenger node considering their desirability (Time scale 2)
P28 Usq2 2 Service quality- undesirable input for passenger node
j¼1 yj l3j s2output
31 ¼ yUsq2
0
P28 Usa2 l2 Satisfaction- desirable output for passenger node
j¼1 yj 3j s2output
31 ¼ yUsa2
0
links between airport node and community node (Time scale 2)
L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290 287

(continued )

St
P28 Utl2 l2
P28 Ltl2 l2 The number of takeoff and landing- link between airport node and community node- considering its desirability for
j¼1 zLink j 1j ¼ j¼1 zLink j 2j
each node
P28 Usr2 l2
P28 Usr2 l2 Social responsibility- link between airport node and community node- considering its desirability for each node
j¼1 zLink j 1j ¼ j¼1 zLink j 2j
links between airport node and passenger node (Time scale 2)
P28 Usq2 l2
P28 Usq2 l2 Service quality- link between airport node and passenger node
j¼1 zLink j 1j ¼ j¼1 zLink j 3j
Carry over
P28 Ucr1 l1
P28 Carry over between community node in time scale 1 and community node in time scale 2- considering its desirability
Ucr1 l2
j¼1 zCarryover j 2 ¼ j¼1 zCarryover j 2
for each node
Constraints related to variable return to scale (VRS)
P28 1 P28 1 P28 1 P28 2 P28 2 P28 2
j¼1 l1 ¼ 1; j¼1 l2 ¼ 1; j¼1 l3 ¼ 1; j¼1 l1 ¼ 1; j¼1 l2 ¼ 1; j¼1 l3 ¼ 1
The last general constraint
cs; l 0

Appendix B

Subjects being shared with experts about “policy making” in

Iran airports in regard with airport sustainability

(Experts have announced their opinions about the level of the

implementation of each matter in airports using the scale
depicted in Table 4).

1. Mission and vision statements of the airport are determined considering 2. Each project and its sustainability vision is followed by the project manager.
sustainability matters and these statements are followed.
3. Corporate governance principles (social justice, accountability, etc.) are considered 4. Development and updating programs related to internal and external outreach, for
in policy making. information sharing about how sustainability principles are performed are under
consideration.
5. Cooperation with airlines, air navigation services, aircraft manufacturers and 6. Coordinating the entire value chain together and using up-to-date information
maintenance companies is considered to adopt a coordinated policy in terms of and communication technology (ICT) to achieve this objective is under the airport
trade, service levels or environment preservation procedures. management's attention.
7. Comprehensive cooperation with other transport systems about the way of 8. Creating a common policy with all contractors, suppliers and exhibitors at the
presenting services and timing is set out. airport and other loops of the value chain for offering eco-friendly products and
services is always considered.
9. Cooperation with the private sector and making contracts with this sector to 10. Airport's cooperation with the government to define proper laws related to
enhance efficiency and flexibility of the airport performance is always considered. security, safety or environmental conditions is considered.
11. In order to align the airport sustainability measures with official governmental 12. National and regional institutions' financial and moral supports in the
goals, cooperation with local planning agencies, regional and country partners is implementation of projects related to airports sustainability are important and
considered. efforts are being made in this regard.
13. Flexibility improvement of the airport master plan and its ability to respond to 14. Special standard is determined and a committee is created to ensure the quality
business opportunities through sustainability principles is considered. of products and services of businesses that want to rent parts of the airport space.
15. Suitable measures related to airport sustainability are developed and ranking of 16. The detailed forecast is done for annual number of passengers, the passengers'
stakeholders presented at the airport is done accordingly. number in each hour, and the number of trips generated by exhibitors and greeters
escort, for the efficient use of airport capacity.
17. Minimizing costs that do not lead to added value, with the aim of preserving the 18. To develop the airport, the operations and functions at other airports of the
competitive advantage, is of the airport priorities. region will be considered.
19. The plan for development has been created in a flexible manner and consistent 20. Creation of the templates and guidelines related to the sustainability, or
with the needs of growth, technological change and anticipated future aircraft localization of the present ones is always considered.
types.
21. Activities related to the sustainability are to be considered as the minimum 22. Management of the airport is familiar with the principles of ICAO, Airports
requirements in airport operating standards. Council International (ACI) and International Air Transport Association (IATA).
23. Establishment of standards in line with valid standards such as OHSAS 18000 and 24. Management and employees of the airport are familiar with standards such as
HSE for improving safety and health is an airport priority. ISO 26000 on social responsibility and its native form, the principles of ISO 50001 in
relation to the proper management of energy, ISO 14064 in terms of greenhouse gas
emissions and ISO 14046 principles related to water consumption.
25. A Strategic roadmap to optimize equipment maintenance and minimize 26. A Strategic roadmap for the realization of the passengers' safety in a manner
operational risks in this respect has been created. without disturbing their peace has been created.
27. In order to implement the R&D and innovation, a strategic roadmap is provided. 28. There is a strategic roadmap for integration of the environmental and
biodiversity programs with annual planning and policies.
29. Establishment and improvement of a system that makes employees able to
discuss their mental concerns about the sustainability activities with senior
management is the center of attention.

Subjects being shared with experts about “pollutions levels”

related to Iran airports operations
288 L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290

1. Cooperation is done with the municipality and regional environment preservation 2. In order to monitor the trend of soil and groundwater contamination and
agencies in regard with land use and airport's infrastructure development. decontamination of water and soil in airport, proper planning takes place.
3. Cooperation with local organizations is done for preserving different species of 4. To manage activities related to biodiversity at the airport, a senior executive is
flora and fauna through financial support or research. considered.
5. Commitment to obey laws related to protected areas will be given to the concerned 6. The equipment with fuel cells, batteries, electronic or hybrid engines are utilized
government agencies, so as to meet procedural recommendations. to reduce emissions of CO2 and NOX.
7. Replacement of old heating and cooling systems with new ones at airports is 8. To the extent possible, renewable energy systems such as solar or wind energy
concerned. are used.
9. Taking advantage of facilities that use renewable energy, in ground or air 10. Greenhouse gas emissions are reduced to the extent that the atmosphere can
operations is concerned. absorb.
11. Appropriate Technology is used to continually control the amount of air pollution 12. Cooperation is done with other institutions and groups to protect the
generated through the airport operations. environment and to reduce emissions.
13. Buffers are used through airport band, taxi sidewalks, landscape area, parking and 14. The noise pollution level is always considered and the trend of it, in each
airport area boundaries to reduce noise pollution. construction area, ground operation and air operation is considered separately.
15. Clear system is created to deal with received complaints about noise pollution. 16. Reduction of noise pollutions in day and night flights is considered with the help
of suitable programs.
17. The timetable for when the artificial lighting is really necessary, has been 18. Limitation of the construction at night is concerned to reduce the negative
prepared by using items such as computer modeling. effects of lighting.
19. Cut off all unnecessary domestic and office lighting after the work hours is 20. The lighting in public places such as terminal is coordinated with flight
considered. schedules and motion-sensitive lighting system is used.
21. Lighting in protected areas is limited in order to reduce the negative impact on 22. Operational programs for recycling have been developed and will be updated on
wildlife. a regular basis.
23. To the extent possible, highly recyclable materials such as recyclable oils are used. 24. Tracking the status of reduction of waste generated per passenger is considered
as a basis for performance assessment.
25. Staff is trained to ensure that all of them are familiar with the basics of waste 26. The use of innovative technologies in waste-water management is concerned.
management.
27. Water (such as rainwater, sea water, water used for washing) is used for matters 28. The use of superior technology like faucets with electronic eye is considered so
such as watering plants or washing cars. that water consumption will be reduced.
29. Appropriate measures are used to face with pollutions caused by the use of
chemicals to deal with the phenomenon of frost on the plane.

Questions of the questionnaire presented to the passengers

(Passengers have used the scale determined in Table 4 to

announce their opinion about each question).

Airport reputation Service quality

This airport has a good reputation in comparison to other Iran airports Provision of services, such as distribution of passenger baggage and their inspection
is done magnificently and in a standard manner.
Services at the airport are done decently and in order (services such as customs, The performance of the airport and the delivery of services (such as flight hours and
inspection of baggage and security guards). paying fines due to delay of flight) are just as already promised.
I believe that management and airport staff is always looking to improve the serving If the service is not provided as promised, the reason is announced to passengers
process. with patience.
It is obvious that how to overcome the needs that arise in the future (the needs such Amenities to meet basic needs such as prayer rooms, toilets, changing rooms for
as increase in the number of passengers and air traffic in the future) has been children or residence is accessible at the airport.
considered in the airport services planning.
I believe that airport management and staff is always looking to meet the needs of The state of cleanliness and hygiene in the entire airport area is appropriate.
passengers (such as the need for rest and food needs or need to obtain information
about the timing of the trip).

Airport social responsibility People with disabilities (disabled and elderly) are considered in providing services
and this matter is obvious from the presence of features such as wheelchair paths
Booth and businesses functions at the airport show that the airport management
crossing.
cares for obtaining non-aviation revenue and employment opportunities creation
in the region.
Played ceremonies, billboards or announcements on the airport's website show that Public transports are available so that passengers can easily use them to reach the
the management cares about the environment preservation and sustainable main centers of the area.
development and the transferring of this culture among the public.
Crafts of the area are sold at the airport and it seems that management pays attention Taking advantage of online services for travelers, through the use of Wi-Fi systems or
to transferring the culture of the region to the passengers. -net is possible in order to create opportunities to obtain information in the
cafe
shortest possible time.
Billboards or announcements that are available on the airport website specify that Parking with sufficient capacity and with easy access to main roads around the
the airport cares about humanitarian activities (Like helping people in times of airport is available.
natural disasters) and tries to promote this culture among the public.
Using equipment and new technology such as electronic-eye faucets shows that the Necessary information about airport services or ceremonies and special activities is
airport management seeks to reduce energy consumption and tries to protect announced through means such as websites or bulletin boards.
environmental resources such as water.
Since things like trash bins for plastics or paper are available, it becomes clear that The low-income strata of society have been considered in projects such as the
the separation of waste at source is important in this airport. construction of the dining and transport system from the airport to other areas.

Customer satisfaction The travel formalities at the airport are announced on the website or through means
such as billboard to make passengers able to have more comfortable travel
Carried sufficient attention to the needs of passengers in the process of providing
experience.
services associated with the flight, cause my satisfaction.
Use of airport services makes me to feel less anxiety during air travel. The service providers' behaviors at the airport with passengers are politely and with
humility.
I am satisfied with the supplementary services at airport (such as services related to Facing with complaints and criticisms of the passengers is done patiently, with
the accommodation, food, shopping and health services). empathy and enough time consumption.
L. Olfat et al. / Journal of Air Transport Management 57 (2016) 272e290 289

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