Thesis--PlanB (M.S.)--University of Wisconsin--Stout, 1998. / Includes bibliographical references.

Thesis (M.S.)--Northwestern University. / Also published as Evanston, Ill. Transportation Center [at] Northwestern University. Research report [no. 12]. Bibliography: leaves: 190-193. Also issued in print.

Thesis (M.S.)--Northwestern University. / Also published as Evanston, Ill. Transportation Center [at] Northwestern University. Research report [no. 12]. eContent provider-neutral record in process. Description based on print version record. Bibliography: leaves: 190-193.

Thesis (Ph. D.)--University of Texas at Austin, 2004. / Supervisor: Don Fullerton. Vita. Includes bibliographical references.

Thesis (M.B.A.)--University of Hong Kong, 1997. / Includes bibliographical references (leaf 143-146).

Thesis (M.A.)--University of Hong Kong, 2001. / Includes bibliographical references. Also available in print.

Thesis (Ph. D.)--University of Michigan, 1962. / Bibliography: leaves 241-255.

M.Comm. (Transport Economics) / In order to address the issue of who is responsible for airport development, maintenance, management and funding, a national airports policy is required. It is the opinion of the scheduled and charter airlines in South Africa that there is a lack of a formal comprehensive national airports policy and describes this problem as a major reason why there are problem areas at non-state airports with regard to management and funding. There is common concern in the airline industry in South Africa that passenger safety at airports is compromised and poses a disadvantage to both passengers and airline operators. The current policy with regard to airports in South Africa can therefore be regarded as being inadequately defined with definite shortcomings. In order to determine a policy research was undertaken to determine the current position and status of airport management, control and funding in South Africa and internationally. Shortcomings were identified and recommendations were made to address these shortcomings. The methodology followed for this study included a literature analysis of the role which aviation and airports play in the transportation system and what impact they have on economic development of a region, tourism, mobility and accessability to a region and a questionnaire survey of non-state airport operators to determine the status quo situation with regard to policy issues was undertaken. Personal interviews have also been conducted with airport operators, airline management, various local and regional authority officials. Interaction took place with the Airlines Association of South Africa (AASA) by means of a special committee. As part of the study an international overview has also been included. It became evident from the study that there are two main areas of concern where problems exist which need to be addressed namely safety and management which includes funding of non-state airports. With regard to passenger safety at non-state airports, the question which was raised in this study was whether the existing minimum legislative requirements with regard to equipment and facilities are adequate. This question was raised in view of the fact that the last amendment of the Aerodrome Regulations was in 1982 and since then there has been a substantial increase in passenger volumes as well as the introduction of much larger aircraft. To address this problem, it is recommended that the Ministerof Transport appoint a task group to evaluate the existing regulations and to make amendments where necessary. It is also recommended that once the regulations have been evaluated and amended, more emphasis is placed on enforcement of these regulations. With regard to the management and funding of non-state airports the study has shown that the authorities included in this study find it difficult to cope with the financial strain of being solely responsible for the management and funding of non-state airports in South Africa. In order to address this problem and to reach a mutually acceptable and favourable situation, three options were considered. These options were that of maintaining the status quo situation, increased involvement by the Regional Services Councils (RSC's) or Joint Services Boards (JBS's) and involvement by the recently established airports company. This study has proven that maintaining the status quo is unacceptable and that by increasing the responsibilities of RSC's and JSB's with regard to management and funding do not provide the ultimate solution to the current situation and that an alternative solution is required. It is recommended that, as is the case in other countries, the airports company become involved in the upgrading and improvement of certain major regional airports. It could in some cases result in new airports being developed. This solution does not necessarily mean that all non-state airports must fall under control of the airports company, and that all responsibility be withdrawn from the RSC's. The RSC's would maintain their regional responsibility as stated in the Regional Services Council Act of 1985 and the funding and management of only selected airports would fall under the joint responsibility of RSC's and the airports company. The selection of airports would be based on the airport's contribution to economic development and accessibility to a region, the extent of aircraft and passenger movements at the airport, and the airport's contribution to the tourism industry. This policy therefore proposes a joint venture between certain RSC's and JSB's and the airports company to finance, upgrade, maintain or even build new regional non-state airports that will benefit regions and therefore also South Africa. Co-operation between organisations similar to the airports company and nostate airports also exists in other countries. South African legislation which established the airports company appears not to preclude the proposed solution. A National Airports Policy for South Africa would therefore contain the following categories of Airports:- Major South African gateway airports (State-owned airports), managed by the airports company. Primary airports for feeder air services, managed and financed jointly by the airports company and the responsible RSC's/JSS's, or by the airports company only. Secondary airports for feeder air services, where the status quo is maintained (eg. control by regional services councils, local authorities, consortiums, mining companies, private companies, etc.). Local airports, where the status quo is maintained

In the past, the planning of airports has largely been an intuitive process, leading to an often serious misallocation of resources. It is the contention of this thesis that the adoption of a more economic and integrated method of evaluating alternative airport plans could eliminate some of this mis-investment, and that the groundwork for such an evaluation process has already been done in the field of port planning. The evaluation method proposed is the use of a mathematical model of the airport's operation and of the benefit and cost interrelationships arising from the activities performed. The model can then be used to simulate the value of the benefits and costs of a number of possible alternative plans. It is the purpose of this thesis to discuss the applicability of the port model as a tool for airport planning and to point out the ease with which it could be applied both from the point of view of modifications and data requirements and availability. As background to the evaluation process, Chapter 2 presents some general theory and problems of economic evaluation and of the measurement of benefits and costs. Chapter 3 presents a description of planning processes currently being used by the Department of Transport in planning Canada's airports and points out some of the flaws in this approach. Chapter 4 then describes the type of port model now developed in so far as it can be used to determine interrelationships between investment, cost to ships of using the port, cost of port operation, and net community benefits. The calculations derived from the application of the model can then be used to determine the net present value of the benefit and cost streams arising from alternative ways of achieving a given level of port output, and thus to select the best possible combination of facilities. Chapter 5 then points out the similarities and differences between port and airport operation and hence the applicability of and the modifications required in the application of the port model to airport planning situations. The remainder of the chapter delineates the type of data required to construct and use an airport model and the availability of this data to the airport planners. Finally, Chapter 6 summarizes the findings and concludes that, while it has its limitations as a terminal model, as a representation of airport operation and as an evaluation process, the port model can be adapted relatively easily to airport planning to provide a more integrated, more economic approach to the evaluation of alternative airport plans. / Business, Sauder School of / Graduate

published_or_final_version / Urban Planning and Environmental Management / Master / Master of Science in Urban Planning