Magister Economicae - MEcon / The study looked particularly at the operations of national carriers and governments' efforts to sustain the airlines' operations. Evidence has shown that many countries struggle to maintain operations of their flag carriers, but few countries are willing to completely leave the airlines in the hands of the private sector because of national pride. On the other hand, many of those airlines that get into private hands fail and end up being closed down or go back into state hands. These airlines are also perceived to be development tools, in particular for tourism development which is a predominant economic activity in many developing countries. For this reason, many states do not favour privatisation, even though the perception is that the airline industry is better handled by private businesses. The main conclusion of the study for Botswana is therefore that neither full state ownership nor full privatisation is the solution to addressing the problem of ailing flag carriers. There is no single solution, but a combination of several. A broader global view of national airline operations clearly shows that approaches adopted by many successful national airlines, in both developed and developing countries, is some form of partial privatisation. / South Africa

The diploma thesis describes performance in the area of air transport, based on performance of national economies of two selected neighbouring countries, Czech Republic and Germany, through comparison of their gross domestic product in the selected time period. The operating performance is focused mainly on transportation performance of air transport. First part of the thesis is dealing with interconnection of economy with air transportation. Crucial part of the work contains analysis of development of GDP and analysis of development of transportation performance of both countries. Part of the thesis is also acquisition of passenger-kilometre data derived from fuel consumption and produced emissions of CO2.

The interdisciplinary research project AviClim (Including Aviation in International Protocols for Climate Protection) has explored the feasibility for including aviation’s full climate impact, i.e., both long-lived CO2 and short-lived non-CO2 effects, in international protocols for climate protection and has investigated the economic impacts. Short-lived non-CO2 effects of aviation are NOx emissions, H2O emissions or contrail cirrus, for instance. Four geopolitical scenarios have been designed which differ concerning the level of international support for climate protecting measures. These scenarios have been combined alternatively with an emissions trading scheme on CO2 and non-CO2 species, a climate tax and a NOx emission charge combined with CO2 trading and operational measures (such as lower flight altitudes). Modelling results indicate that a global emissions trading scheme for both CO2 and non-CO2 emissions would be the best solution from an economic and environmental point of view. Costs and impacts on competition could be kept at a relatively moderate level and effects on employment are moderate, too. At the same time, environmental benefits are noticeable.

Der Ausbau mehrerer Flughäfen in Deutschland sowie die Installation neuer Flugrouten belasten die Bevölkerung mit Lärm. Die Wertänderung von Immobilien gilt als allgemeiner Indikator für die Folgen der Lärmbelastung. Die letzten Jahre brachten eine Zäsur in der Erforschung der Fluglärmwirkungen. Es sind mit den Internetportalen wie Immobilienscout 24 neue umfangreiche Datenquellen verfügbar. Diese wurde 2012 und 2013 in vier neuen Studien ausgewertet. Die Ergebnisse der neuen Studien werden vorgestellt. Wichtige Ergebnisse lauten: Die ältere Literatur wird hinsichtlich des NSDI (Noise Sensitivity Depreciation Index) bestätigt. Werte von 0,7 bis 1,2 können verifiziert werden. Auch Flugrouten verursachen Wertminderungen. Die Wertminderungen betragen etwa 100 Euro/m2 Wohnfläche pro Kilometer mehr Nähe zum Flugroutenzentrum (etwa 3% des Immobilienwertes). Wertminderungen hängen ab von der Intensität der öffentlichen Diskussion. Über- und unterschießende Effekte sind zu beobachten. Wertminderungen durch neue Flugrouten sind größer als Werterhöhungen durch entfallende Flugrouten. / The development of several airports in Germany as well as the introduction of new flight routes is a strain on most citizens. The change in value of real estate property is widely acknowledged as the general quantitative indicator of the consequences of noise pollution and congestion. In recent years new research on the effects of noise pollution has signified a turning point. Internet portals such as the German Immobilienscout 24 made available new data sources for possible investigation. Evaluation of this data was carried out in four new studies. This paper presents the results of these data analyses. The most important findings are: Older literature findings can be confirmed regarding the NSDI (Noise Sensitivity Depreciation Index). Values of 0.7 to 1.2 can be verified. Flight routes provoke a depreciation in value of real estate. The impairment loss is roughly 100 Euro/m² of living area per kilometer distance to the nearest flight route center (3% of the real estate value). Such depreciation in value reacts to the intensity of the public discourse. Over- and undershooting effects have been found. The depreciation due to newly introduced flight routes is larger than the appreciation due to terminated old flight routes.

As the world changes because of the globalization, the environment of the aviation changes as well. The airlines are forced to adapt to these changes and choose new strategies to operate successfully. The main objective of this thesis is to, according to the title, describe, identify and explain the processes which significantly affect current image of the world of aviation and focus on four Central European legacy carriers. The issues of globalization and its affect on behavior of economic actors, which airlines are, are discussed as first. The following part is dedicated to the characteristics of aviation and its components, the milieu and the behavior of the airlines as well as the newest strategic trends that are being chosen is described as well. The theoretical part is followed by the empirical one where the particular steps of examined airlines are analyzed and explained. The hypotheses concerning the probable behavior and adopted strategies of four analyzed carriers are expressed according to the discovered theoretical principles of the operations of current legacy (network) carriers. Whether the hypotheses are completely or partially confirmed, is discussed at the end of the empirical chapter. Key words: globalization, air transport, legacy carriers, airline alliances, hub and spoke, codeshare

The future of electric aircraft is closing in, with several companies racing to develop the first electric aircraft for commercial use. Researchers believe that electric aircraft have many benefits compared to conventional aircraft: the decrease of emissions, cheaper costs in the chain of development from manufacturing to ticket prices and a decrease in both fuel costs and overall operating costs. Amidst the race for the development of electric aircraft for commercial purposes between new and existing manufacturers, there is missing information which is needed to understand the profitability of electric aircraft. The question remains of how much the cost will change between conventional aircraft and electric aircraft. The aim of this study is to compare the operating cost of an electric aircraft (with 19 seats) to similar conventional aircraft on regional routes. The comparison would inform the decision of airlines interested in investing in electric aviation. To help achieve the aim of the study, a comparison analysis, a cost calculation, and analysis, as well as a SWOT analysis were performed using data gathered through literature search, a case study, and interviews. The study was performed on two conventional aircraft, the Beechcraft 1900D and the Jetstream JS31, both turboprop aircraft powered by jet fuel, and an electric aircraft, Heart Aerospace’s ES-19. Common for all aircraft is the capacity of 19 seats and their utilization for short-range flights. The total cost of electric aircraft is between 15 to 22% cheaper than the operating cost for conventional aircraft. The most expensive category for electric aircraft is the ownership cost, which can be reduced through mass production of electric aircraft, as the ownership cost of aircraft is generally higher when fewer aircraft are made. The electric aircraft is currently at a disadvantage due to the weight of the batteries and overall aircraft weight, which increases the weight-related airport charges. / <p>Examensarbetet är utfört vid Institutionen för teknik och naturvetenskap (ITN) vid Tekniska fakulteten, Linköpings universitet</p>

[pt] Um bom gerenciamento logístico otimiza as atividades de transporte aéreo offshore, tornando-as mais eficientes e diminuindo custos para o contratante. Uma série de decisões estratégicas, por exemplo a contratação de helicópteros e os investimentos em infraestrutura aeroportuária, são dependentes da previsão de demanda de passageiros. O presente trabalho analisou a demanda de transporte aéreo offshore da Petrobras para o Estado do Rio de janeiro, à luz das principais teorias de séries temporais hierárquicas, com o objetivo de identificar qual destas é mais adequada para um horizonte de previsão de doze meses à frente. Foram analisadas as estratégias de single-level approach (bottom-up e top-down), de reconciliação ótima (ordinary least squares e weighted least squares) e de minimização de traço (covariância da própria amostra e valendo-se do shrink estimator), todas utilizando como método de previsão base o amortecimento exponencial. Foram utilizados dados dos anos de 2014 até 2019 de todos os aeródromos usados pela Petrobras no Estado do Rio de Janeiro: Farol de São Tomé, Campos dos Goytacazes, Macaé, Cabo Frio e Jacarepaguá. Os resultados foram avaliados em três métricas distintas de acurácia: RMSE (Root Mean Square Error), MAPE (Mean Absolute Percentage Error) e MASE (Mean Absolute Scaled Error), sendo aplicados para os dois níveis existentes de agregação. Os resultados foram ranqueados para cada técnica, nas três métricas citadas anteriormente, sendo, então, consolidados através de uma média aritmética simples. Ao cabo, concluiu-se que o método de minimização de traço sample covariance é o mais preciso em termos globais. / [en] Good logistical management optimizes offshore air transport activities, making them more efficient and reducing costs for the contractor.A series of strategic decisions, such as hiring helicopters and investments in airport infrastructure are dependent on forecasting passenger demand. The present work consisted of analyzing the demand for Petrobras offshore air transport to the State of Rio de Janeiro, based on the main theories of hierarchical time series, with the objective of identifying which of these is more suitable for a twelve-month steps ahead forecast. The strategies of single-level approach (bottom-up and top-down), optimal reconciliation (ordinary least squares and weighted least squares) and trace minimization (sample covariance and shrink estimator) were analyzed, all using exponential smoothing as the basic forecasting method. Data from 2014 to 2019 were gathered for all aerodromes used by Petrobras in the State of Rio de Janeiro: Farol de São Tomé, Campos dos Goytacazes, Macaé, Cabo Frio and Jacarepaguá. The results were evaluated with three different metrics of accuracy: RMSE (Root Mean Square Error), MAPE (Mean Absolute Percentage Error) and MASE (Mean Absolute Scaled Error), applied to the two existing levels of aggregation. The results were ranked for each technique, in the three metrics mentioned above, and then consolidated using a simple arithmetic mean. The overall results indicated that sample covariance trace minimization method provided the most accurate results.

Thèse numérisée par la Division de la gestion de documents et des archives de l'Université de Montréal.

[pt] O problema de localização de hubs visa encontrar pontos de concentração de fluxo numa rede, de modo que a soma das distâncias das ligações compartilhadas entre pontos da rede seja minimizada. Neste trabalho, o problema fundamental de localização de hubs com alocação simples para o sistema de transporte aéreo brasileiro é abordado, através da identificação de hubs regionais e hubs centrais, a fim de minimizar o fluxo na rede via a resolução primeiramente de um modelo integrado. A seguir, é proposto um método heurístico de duas fases em vista de reduzir o tempo de resposta e superar a limitação de memória. Na primeira fase da heurística proposta são identificados hubs regionais via resolução do modelo da p-mediana. Utilizando os resultados da primeira fase na segunda fase, procede-se à identificação de hubs centrais resolvendo-se o modelo q-hub-mediana numa rede de aeroportos menor, porém de mesmo fluxo de passageiros. Experimentos computacionais com as duas estratégias propostas para o problema de localização de hubs são realizados, tendo como instância base o sistema de transporte aéreo brasileiro com 150 aeroportos. Para estratégia via modelo integrado é considerado um total de 24 aeroportos no sistema, com o número de hubs regionais variando de 10 a 19 e o de hubs centrais variando de 2 a 6; para a estratégia via método heurístico é considerado um total de 150 aeroportos no sistema, com o número de hubs regionais variando de 10 a 40 na primeira fase, e o de hubs centrais variando de 2 a 6, na segunda fase. Ainda, recursos gráficos são usados na visualização dos resultados obtidos. / [en] The hub location problem aims to find points of concentration in a ow network, such that the sum of the distances of the connections shared between grid points is minimized. In this work, the fundamental problem of locating hubs with simple allocation for the Brazilian air transportation system is approached, by identifying regional and central hubs, in order to minimize the network ow by solving first an integrated model. Then, a two-phase heuristic method is proposed in order to reduce the response time and overcome the memory limitation. In the first phase of the proposed heuristic the regional hubs are identifed through the resolution of the p- median model. Using the results of the first phase in the second one, the identification of central hubs is proceeded by solving a q-hub-median model in a smaller airport grid, but of the same passenger ow. Computational experiments with the two proposed strategies for the hub location problem are performed, having as basic instance the Brazilian air transportation system with 150 airports. For the integrated model strategy a total of 24 airports in the system is considered, with the number of regional hubs varying from 10 to 19 and the number of central hubs varying from 2 to 6; and for the heuristic method strategy a total of 150 airports in the system is considered, with the number of regional hubs varying from 10 to 40 in the first stage, and the number of central hubs varying from 2 to 6 in the second stage. Further, graphical features are used in the visualization of the results.

The dissertation deals with History of technology in Sweden before, during and after the industrialization. A theory that technical actors have a growing influence on state technology chiefly owing to the industrialization is presented. Five case-studies the Göta Canal 1806-1818, The railway-issue 1829-1848, The issue of motor traffic 1900- 1916, the issue of air transport 1912-1925 and the issue of nuclear power 1945-1972 are examined in order to test the theory. The principal results of the dissertation are as follows: The process of decision- making owing to state technology is dealt with not only by technical and political actors but also with technical/political actors. They are generally of two kinds; actors representing the technology in question and with an added political platform and politicians with an interest in technology and/or a profession with a relation to the technology in question. To this you can add a during time growing and more and more influential state bureaucracy. The possible decision on some state technical issue is framed by political actors. Inside this frame technical/political actors supported by the state bureaucracy are shaping the issues. Along with this it is apparent that technical actors with no or weak contact with political arenas take little part in the shaping- process. Owing to the study the process of industrialization and/or the professionalisation of technicians has no or a poor impact on the process of decision- making. Instead the agricultural political representation acts as a strong body with great influence on the state technical development up to the issue of nuclear power. The political representants of technology and/or industry on the other hand are not able to take advantage of the political structure in order to influence the technical issues. This depends to some extent on lack of political conformity. Another cause is however that technology when put into practice has a multiplex content which from time to time put technical actors in conflict with one another. This is apparent in the issue of air transport and nuclear power and to some extent in the choise between canal and railway. When technicians are not united the political actors, especially the ones representing agriculture, reinforce their influence on the studied state technical issues.