Professor Christopher Kissling and Dr John Webb address delegates at the CILT international Convention 2015

1. SHEDDING LIGHT ON
TRANSPORT NETWORK
PERFORMANCE
Professor Christopher Kissling, FCILT,
FRAeS, and
Dr John Webb, FCILT
Presentation to The Chartered
Institute of Logistics and Transport,
International Convention,
Dubai, September 2015

2. Definitions:
The terms transportation or transport derive from
the Latin ‘portare’ to carry and ‘trans’ across. Thus,
transportation or transport means to carry
something across space. Moving physical matter in
the form of solids, liquids, gases, raw materials,
manufactured products, livestock and people. Here
the term transportation refers to the systematization
of transport by humans for the purposes determined
by humans.
CC Kissling & J H
Webb

3. Systematizing transportation purposely is only
possible if all the components and subsystems are
interconnected. A system, according to the Collins
English dictionary, sixth edition 2003;
A system is a group or combination
of interrelated, interdependent, or
interacting elements forming a
collective entity; a methodical or
coordinated assemblage of parts,
facts, concepts, etc.CC Kissling & J H
Webb

4. A “transportation system” combining the two notions is:
Transportation systems comprise the infrastructure, traffic,
communications, legal and quasi-legal regulations rules and
controls, auxiliary support services, and skills which, taken
together, determine how transportation takes place from highly
local to global scales using any or all modes of known
transportation through the mediums of land, water or air
and into space beyond the earth’s atmosphere.
All known ways of moving people and freight from one place to
another, historically, contemporarily and any developments in
the future are covered by this definition.
CC Kissling & J H
Webb

5. Six factors or interdependent networks that are present in any systematized
transportation system serving human purposes. They are:
 Infrastructure
 Traffic
 Communications
 Legal and quasi-legal regulations rules
and controls
 Auxiliary support services
 Skills
C C Kissling & J H Webb
I
T
C
L
A
S

6. NETS ANALYSIS – INFRASTRUCTURE
NETWORKS
Infrastructure is the underlying structure that supports an activity.
This network is readily identified in the highly visible
physical fixed facility attributes needed by each mode of
transport. All are physical infrastructure assets. The
condition of these assets can influence operational
performance.
CC Kissling & J H Webb

7. NETS ANALYSIS – TRAFFIC NETWORKS
Transport networks comprise the vehicles/vessels/aircraft or
floating nodes whose movements in relation to each other
constitutes the dynamic network called traffic. The nodes in traffic
networks are the vehicles (pods) using a particular infrastructure
network. Where infrastructure network nodes are normally fixed,
traffic network
nodes are normally “floating”.
CC Kissling & J H Webb

8. NETS ANALYSIS – REGULATIONS, RULES &
CONTROL NETWORKS
Regulatory networks comprise the rules, regulations and controls that specify
how traffic should use an infrastructure, and how they intersect with other
networks.
Governments frame rules on how people and organizations must conduct
themselves when joining traffic on a network infrastructure. Laws may vary
between different legal jurisdictions, adding complexity to the task of
compliance.
There are international organizations and agency networks open to
membership by governments and businesses that work to harmonize
transportation rules and regulations for all modes of transport.
CC Kissling & J H Webb

9. NETS ANALYSIS – AUXILIARY SUPPORT
SERVICE NETWORKS
These support networks are essential for the proper functioning of
transportation systems. They comprise networks of fuel supply, networks of
emergency rescue and response, and networks that provide maintenance
Many provided by third party service providers (3PLs) or government
agencies undertaking border control.
Could include provision of financial services in this NET
CC Kissling & J H
Webb

10. NETS ANALYSIS – SKILLS NETWORKS
These are the skills needed to operate vehicles/vessels/aircraft in traffic
according to regulations and acting on transport communications. In the
skills network the nodes are specific skills that are linked to each other by
logical dependency.
For many occupations in the transportation sector, before anyone is
permitted to operate a vehicle/vessel/aircraft or control a critical auxiliary
sub-system, it is necessary to obtain a license from an approving
regulatory authority. Acquisition of skills is dependent upon access to
education and training.
CC Kissling & J H
Webb

11. “Understanding transport as a complex interaction of different kinds of
networks at different fractal levels provides a basis for analysing
transport systems with a view to controlling and improving them.
Today this is done by humans. Human intelligence interprets the
communications in transport and controls the different networks to make
transport happen, but it may not be that way in the future when much of
the communications in transport is providing the information needed to
control transport via Artificial Intelligence.
UNDERSTANDING TRANSPORT LOGISTICS
CC Kissling & J H
Webb

12. NETS ANALYSIS
 For each NET, and depending upon the specific focus of
enquiry,
it is possible to identify desired outcomes from the perspective
of different stakeholders and to define appropriate measures of
qualitative and/or quantitative performance
 Other tools such as SWOT Analysis can help management
target perceived Strengths, Weaknesses, Opportunities and
Threats within each NET and define appropriate KPIs
 NETS Analysis can embody a PESTLE approach:
- Political considerations - Economic considerations -
Social/Cultural factors
-Technological Changes - Legal requirements - Environmental
implications
 Within each NET will be found the other NETS and each NET
is fractal.
CC Kissling & J H Webb

13. Presentation to CILT International Conference
Dubai: 2015
Part 1
Dr John Webb FCILT

14. Doctoral Research
• ‘Utilising a NETS Analysis to Develop an Understanding
of Maritime Education for the Kingdom of Bahrain’
• A Cluster Analysis of the Maritime Industry in the GCC
Utilising a NETS Approach.
• Can NETS be adapted beyound the Supply Chain
concept.

15. Network Theory
Network Enabling Transport Systems (NETS) Analysis (Kissling and Tiffin, 2007)
Infrastructure
Traffic
Regulatory
Communications
Auxiliary services
Skills

16. Cluster Diagram

17. NETS Ranked in Priority
1. Skills
2. Regulations
3. Auxiliary Services
4. Communications
5. Traffic
6. Infrastructure
NETS
Analysis
of European
Maritime
Clusters
(Primarily based on
Literature Review)

18. Skills NET within a European Maritime Cluster
• All individual EU Maritime Cluster Reviews had the
development of individuals as the number one
priority.
• Leads to innovation and competitive advantage and
supporting cluster specialisation
• Leads to generational continuation of the cluster
• Embedded within and supported by industry.

19. NETS Ranked in Priority
1. Infrastructure
2. Regulations
3. Auxiliary Services
4. Traffic
5. Communications
6. Skills
NETS
Analysis
of GCC
Maritime
Clusters
(Primarily based on
Doctoral Research)

20. Skills NET within a GCC Maritime Cluster
• Skills development in GCC Maritime Clusters are a
substantial opportunity for growth from a NETS
perspective
• Opportunities for industry/education and training
partnerships.
• Clusters not currently acting as conduit for local
generational employment
• Cluster specialisation developing but not distinct.

21. CASE STUDY 2
PROFESSOR CHRIS KISSLING
CC Kissling Presentation to the Chartered Institute of Logistics and Transport International Convention,
Dubai, Sept 2015
Networks Enabling Air Transport Services in
the South Pacific:
40 Years of Change
This is a summary of Chapter 3 in Duval. D.T. (Ed) Air Transport in the Asia
Pacific, Ashgate 2014, pp33-51
NETS Analysis, as described earlier in this presentation, was used as the
framework for analysing the factors that limited and assisted the expansion
of modern civil aviation over 40 years in the South Pacific Island realm from
around 1973.

22. SOUTH PACIFIC AVIATION NETS ANALYSIS
 Poor historical performance in the South Pacific microstate aviation
environment can be explained by shortcomings in one or more of the
six NETS at different times
 Using NETS Analysis allows for forensic examination to uncover
the dynamics of change
 For simplicity, each of the six NETS for two periods, 1974-1994 and
1995-2013 were compared. A finer slicing of the time periods is
possible but makes for more tedious narrative
 Where cross reference to the other five NETS in the two time
periods added to
explanatory power, that was done
CC Kissling

23. THE REGULATORY NET – 1974-1994
 This is a government dimension involving the geopolitics
of international civil aviation – including no flying on
Sundays (Tonga)
 International rules and regulations were highly restrictive
based on bilateral negotiations wherein power lay with
the economically and politically dominant countries
favouring metropolitan based carriers
 Attempts for cooperative aviation ventures between the
island microstates failed through mistrust and
unwillingness to sacrifice newly won independent
sovereignty and stop political interference in airline
management
CC Kissling

24. THE REGULATORY NET – 1995-2013
 The big change - liberalisation of air service agreements
with a shift from protectionism to support for whole of
economy
 Airline alliances, code-sharing, relaxation of equity rules,
even opening domestic cabotage marked huge changes
in attitudes. Once highly restrictive countries became very
liberal. Reinforcement of the symbiotic relationships
between Tourism and Aviation
 But the peaceful Pacific was undergoing challenges to
traditional power system
 Uncertainty fostered by military coups in Fjji
CC Kissling

25. THE INFRASTRUCTURE NET – 1974-1994
 Poor infrastructure in the island Pacific in the 1st period
 The best assets were constructed by and for outside interests
 Long-haul over wide expanses of ocean required aircraft with 3
or 4 engines with range capabilities that would meet ICAO
rules
 Night flying and landing was limited by the small number of
suitably equipped airports. Overflying was commonplace
 Limited Air navigation equipment and flight information
 Air freight in belly holds of passenger aircraft was
limited
CC Kissling

26. THE INFRASTRUCTURE NET – 1995-2013
 Major advances made in airport facilities (runway
length, strength)
 Foreign aid from competing countries to maintain or
gain influence
 Night operations supported with improved lighting
and avionics
 Air traffic control switching from radio to satellite coms
 Booking systems becoming instantaneous
 Gap between outer island aviation and main airports
widens. Lack of land space to construct bigger
airstrips
CC Kissling

27. COMMUNICATIONS NET – 1974-1994
 Poor quality communication systems for air
navigation and for commercial business
communications
 Telephone costs based on distance by radio and
cable
 Passenger booking systems archaic and not
available 24/7
 A glimmer of the future seen in the use of PEACESAT
by the University of the South Pacific for long distance
tutorials
 Airline reservation systems favoured the host airlines
with small connecting carriers only found pages
deep by diligent agents
CC Kissling

28. COMMUNICATIONS NET – 1995-2013
 Dramatic changes affecting aviation, tourism and business
generally in the South Pacific Islands, most particularly at
main business hubs
 Satellite communications revolutionised this NET Satellite
weather forecasting produced phenomenal improvements
through use of space technology
 Remote monitoring of inflight aircraft performance
 Technically air navigation can be controlled from 1 or 2
centres. Collection of air navigation charges a
vexatious issue related to sovereignty
CC Kissling

29. AIR TRAFFIC NET – 1974-1994
 Aircraft types – range – strategically located refuelling
waypoints
 Connections to strategic anchor gateways around
the Pacific Rim
 The consequences of overflying – marginalisation of
previous waypoints
 Questionable commitment of foreign airline services
 Air Services provided as an element of outside
political influence
 Pacific Island interests start providing their own
capacity
 Budget-distorting impacts of financing aircraft
purchases
CC Kissling

30. AIR TRAFFIC NET – 1995-2013
 More non-stop direct flights using long-haul equipment
serviced by lower cost externally located maintenance bases
 Still poor interconnectivity between island groups
 Plane changes to reach tourist destinations mitigates against
joint regional promotion of island-hopping multi-destinations
 Prospects for ultra-long-haul routes for island carriers to reach
beyond the Pacific margins to inland continental source
markets using B787 equipment - Financial risk
 Outer islands remain relatively poorly served which
restricts the spread effects of tourism
CC Kissling

31. AIR SUPPORT SERVICES NET – 1974-1994
 Emergency supplies and capabilities at remote waypoints
- fuel contamination; training for emergencies; equipment
 Terminal services at unsociable hours
 Customs and Immigration - a form filling repetitive nightmare
 Security low key
 Ground handling equipment and catering services
 On-line aircraft maintenance with limited spare parts
 Cargo handling for interline consignments problematic
CC Kissling

32. AIR SUPPORT SERVICES NET – 1995-2013
 Have taken advantage of improved communications and
technology
 High quality air navigation and complete flight tracking
 Unresolved debates regarding revenue collection from use
of sovereign air space within flight information regions
 How high is too high for jurisdictional control - sub-orbital
 Maintaining fuel stocks for emergency purposes at rarely
visited
places is foundering on who pays. Only at places that can
generate civilian traffic will emergency services be
provided
CC Kissling

33. SKILL SETS NET – 1974-1994
 Skill sets needed to support aviation services are many
and specialised
 Expatriate sources dominated recruitment for the early
aviation developments. This applied to management
 Local training for local people to the standards
required takes time and investment in general and
technical education
 Localisation in the: - on ground service sector - cabin
crew on island carriers - engineering services by
certified personnel - cockpit crew following overseas
training- air navigation services and aviation
administration
CC Kissling

34. SKILL SETS NET – 1995-2013
 Policies that encouraged and demanded local
people be trained have paid dividends
 Still problems retaining skilled personnel who can
command better conditions and pay in other more
affluent countries
 Competence and experience now abound
 Aviation accident record is good by world standards
even given the tough environments of vast ocean
expanses in the island Pacific and rugged terrain of
countries like Papua New Guinea
 Still expatriate management skills dominate at the
top
CC Kissling

35. CONCLUSION TO NETS ANALYSIS OF
PACIFIC ISLANDS AVIATION OVER 40 YEARS
 Development of independent aviation capability was no easy birth
 Still not robust and profitable and is still subject to political
interference
 External influences are still strong and not necessarily helpful
 The inability of island leaders to cooperate for mutual benefit
remains
 Tourism, the economic lifeline for many, remains dependent upon
the quality and quantity of aviation services
 Since 1994 the pace of change has quickened encouraged by
airline-to airline cooperation and alliances and vast improvements
in communications
 The rise of no frills low-cost carriers has injected a new reality into the
marketplace
 Geopolitics dictates the boundaries of opportunity. Miltary coups
stifle
 The demand for enhanced human resource skills continues to
expand
CC Kissling

36. THANK YOU
TO OBTAIN A COPY OF THESE SLIDES
EMAIL
chris.kissling@hotmail.co.uk
CC Kissling

37. Presentation to CILT International Conference
Dubai: 2015
Part 2
Dr John Webb FCILT

38. Introduction
• How did I get here?
• Dark Networks
• Local perspective
• What does NETS look like for Dark Networks
• Primarily literature based at this stage of research

39. Background
• Previous research in NETS and the GCC plus previous
employment:
• Combination of ideas: Development of NETS into illegal
networks/Local perspectives in the GCC.
• What is a ‘Red Flag’ from a transport perspective?
• International Criminal Organisation (ICO) is about profit,
Non-ICO Dark Network is about belief.

40. The Development of NETS for Dark Networks
• The original six NETS remain relevant.
• There is a requirement to add ‘Funding’ as an
additional NET when analyzing terrorist supply
chains (Traditional Non-ICO).
• There is a requirement to add ‘Recruitment’ as an
additional NET when analyzing (ICO) supply chains.

41. 1. Regulations
2. Funding
3. Communications
4. Skills
5. Auxiliary Services
6. Traffic
7. Infrastructure
Dark NETS
Analysis
of the
traditional
Non-ICO based
Clusters
(Primarily based on
Literature Review)

42. 1.Regulations
2. Infrastructure
3. Traffic
4. Funding
5. Communications
6. Auxiliary Services
7. Skills
Dark NETS
Analysis
of the new
Non-ICO based
Clusters
(Primarily based on
Literature Review)

43. 1. Regulations
2. Traffic
3. Communications
4. Skills
5. Recruitment
6. Auxiliary Services
7. Infrastructure
Dark NETS
Analysis
of the
ICO based
Clusters
(Primarily based on
Literature Review)

44. Research to Date
• Dark Networks are perhaps more complex than
legal supply chains
• Clear connections between ICO’s and other Dark
Networks (profit and belief).
• Each Dark Network type has a different and unique
NETS make up.
• Next stage of research would include how different
Dark Networks inter-relate.

45. Questions