No description available.

Thesis (LL.M.). / Written for the Institute of Air and Space Law. Title from title page of PDF (viewed 2009/06/17). Includes bibliographical references.

Thesis (doctoral)--Göteborgs universitet, 1999. / Includes bibliographical references.

Thesis (M.A.)--University of Hong Kong, 2001. / Includes bibliographical references (leaves 89-94). Also available in print.

Thesis (Ph. D.)--University of Wisconsin--Madison, 1988. / Typescript. Vita. eContent provider-neutral record in process. Description based on print version record. Includes bibliographies.

D.Comm. / Many studies on the topic of air transport deregulation have seen the light in the past two decades, and only more recently (in the early 1990s) has this trend had its impact on the South African domestic air transport industry. For a period of almost 41 years (from 1949 until 1990), domestic air services on major routes in South Africa were strictly regulated by Government through the Air Services Act, No 51 of 1949. The above is the result of air transport policy that came into being in the early days of air transport and remained in place until the late 1980s. Only after the adoption of a policy of deregulation did air transport policy adjust to allow for the entry of the private sector into the domestic air transport market as from 1990 onwards. In his study titled "Control Over Domestic Air Transportation in South Africa - A Historic Perspective"(1996), Mr J Vermooten describes the history of air transport in South Africa as follows: In the period 1929 to 1934, the following airlines were responsible for establishing scheduled domestic air services in South Africa: - Union Airways; South West African Airways (Junkers); Imperial Airways; and Rhodesian and Nyasaland Airways. All of the above airlines, except the last-mentioned, relied heavily on air mail subsidy agreements from Government enabling them to operate scheduled services in South Africa. Chapter 1 - 2 Over time, the South African Railways and Harbours Administration (SAR&H) became concerned about the threat of intermodal competition from air services and the possible diversionary effect on its first class rail passenger traffic. This eventually resulted in the protection of railway services against competition from air transport, similar - to the protection against competition from motor transportation. The provision of air transport services was fortunately not completely banned. Instead, departmental air services were introduced through the purchase of Union Airways by the South African Railways in February 1934. This was followed by the purchase of South West African Airways a year later (February 1935). At the start of the Second World War (1939/1940), aircraft employed for civil air transport were transferred to military authorities and South Africa became totally dependent on foreign airlines for the provision of domestic air transport services. These services were provided by: the British Overseas Airways Corporation (BOAC); Society Anonyme Beige d'Esploration de la Navigation Aerienne (SABENA) and Southern Rhodesia Air Services (SRAS), which succeeded the old Rhodesia and Nyasaland Airways (RANA). Domestic Air Services by foreign airlines were provided at very reasonable prices during the war, but fares were increased by between 25% and 38% when South African Airways (SAA) resumed its domestic services after the war. The economic conditions immediately after the Second World War could not support the levels of fares and tariffs introduced with the resumption of services by SAA. To rescue the situation, SAA's domestic fares, excess luggage and freight rates were restored to 1941-levels on 1 March 1946. Chapter 1 - 3 In response to the need of Municipalities to clarify their position with regard to airports and feeder services, the South African Government introduced an air transport policy that reserved the major domestic air transport services for SAA, leaving it to the private sector to participate in the provision of feeder air services. The policy also made provision for various categories of airports and degrees of financial assistance by the Government, thereby limiting the demands by Municipalities for the increased use of airports. The National Transport Commission (NTC) was established in terms of the Transport Co-ordination Act of 1948, in order to replace the Civil Aviation Council. The Council was responsible for the technical issues related to air transport, such as the competency of air personnel, airworthiness of aircraft, the provision of facilities in the interest of safety, etc. The Transport Co-ordination Act charged the NTC with the following tasks: "... (to) promote and encourage the development of transport in the Union and, where necessary, co-ordinate various phases of transport in order to achieve the maximum benefit and economy of transport services to the public." The Act also led to the protection of SAA - similar to the protection of railway services provided by the SAR&H. The Air Services Act of 1949 formally introduced the concept of economic regulation of air transport services in South Africa and in 1952 the NTC formulated a comprehensive air transport policy which ensured the establishment of a monopoly for SAA over the majority of air transport services in the domestic market until 1991. Following on what was said above, the Air Services Act (No 51 of 1949) provided for the licensing and control of airlines and air services and stipulated that, subject to certain exceptions, no one was allowed to use an aircraft for commercial purposes, unless a licence to do so has been granted by the NTC (section 2 of the Act). In terms of section 10 of the Act, the NTC was prohibited from granting a licence in competition with an existing licence, if the service provided by the existing licensee was "satisfactory and sufficient" to meet the needs of the public at a "reasonable charge". To summarise, one can say that prior to the establishment of SAA a very liberal air transport policy existed, whilst after its establishment air transport policy was protectionist in nature. The "interest of the public" in the provision of air transport services was generally regarded as the interest of the SAR&H - rather than the users directly affected by the air service. It is also remarkable that foreign airlines played such an important role in the development and maintenance of domestic air services in South Africa in the very early days of air transport in this country, as well as during the Second World War at which time the civil air services provided by SAA were terminated due to support for military needs. Since the establishment of the national carrier, SAA, by the SAR&H, air transport in South Africa was subject to the protection of the Government and as a result, SAA obtained a monopoly in the provision of domestic air transport services. The SAR&H was succeeded by the South African Transport Services (SATS) and in 1988, the South African transport industry moved a step closer towards the deregulation and privatisation of State-owned transport enterprises, with the restructuring of SATS and its predecessor, the SAR&H which has played the role of "Big Brother" in the industry since South Africa became a Union in 1910.

D.Com. (Business Management) / In this study the impact of the trend towards liberalisation of international air transport regulation was analysed. Through this analysis a strategic vision is then proposed for regulatory content in the management of international air transport. The movement to liberalise international air transport has necessitated a review of the international regulatory framework. This study focuses on a particular aspect of the regulatory framework namely regulatory content. Regulatory content is broken up into its constituent parts, which are discussed in relevant chapters ...

M.Com. ( Transport Economics) / The past years have been momentous in terms of international air transport economic regulatory developments. The years ahead threatens to be unique in terms of disruption of the international air network, as highest level forces in the world's most influential aviation nations seek to change the very nature of sound and orderly commercial international air transport ...

This paper has been undertaken for B. C. Airlines, a small regional air carrier located in Vancouver. This Airline is performing primarily a passenger feeder operation from relatively small and inaccessable communities and towns to major areas such as Campbell River and Vancouver. This firm is facing financial difficulty because of decreasing revenues and increasing costs. B. C. Airlines feel that their greatest potential source of revenue is air freight. The objectives of this paper are to determine: the potential demand for air freight on a regular basis now and in the near future, the rates that firms can pay for these services, the competitive advantages that air freight can provide, and the extent to which these can be realized, the potential for backhaul including investigation of the fishing industry, and the non cost problems related to air freight demand. The paper begins by reviewing several methods used previously by other researchers to determine air freight potential. The advantages and disadvantages of each and their application to the West Coast of B. C. is considered. The investigation in this paper is based on the total distribution cost concept. This concept suggests that all factors and costs influenced by distribution should be considered when selecting a transportation mode. Hence the cost of transportation which is usually the determining factor, now becomes only one of several important considerations. A detailed discussion on the potential advantages of using air freight is undertaken. Within the context of the Total Distribution Cost Concept the investigation of these advantages is the basis for the field interviews with each firm. The costs, the characteristics, the advantages, and the disadvantages between surface transportation alternatives and between air freight are compared for specific firms and specific industries in selected areas. These factors are considered within the bounds of the operations and markets of the firm and area being analyzed. The cost analysis performed for each firm measures the increased cost involved in using air freight, and the extent to which inventory and related cost factors can be reduced to recover these costs. The remaining variables which are not quantifiable are discussed in detail for each firm to determine their effect on the cost analysis and the Total Distribution Cost Decision. The determination of the potential for backhaul freight involves a detailed analysis of the West Coast Fishing Industry, B.C. Airlines, and specific firms and industries in each area studied. In each case subjective evaluation as well as statistical data is used to determine whether or not air freight is a suitable alternative to existing transportation modes for freight moving to Vancouver from outlying areas. The most significant conclusion is that the additional cost of using existing air freight services, will not be offset by competitive or intangible advantages, or cost savings, that may be realized by air freight use. Generally, this same conclusion is valid even if air freight rates could be reduced by one half. Hence there is no large potential demand for air freight capacity. A second conclusion is that B. C. Airlines should not reduce: their freight rates in an attempt to increase business. In fact they should increase their rates because those firms presently using air freight will pay more for their service. The third conclusion is that because of airplane size, route structure, and most important, primary resource locations, the potential backhaul for air freight is very small. It is unlikely that this situation will change in the near future. / Business, Sauder School of / Graduate

The purpose of this thesis is to attempt to explain the forces behind the past growth of Canadian air travel and to use the explanation as a basis for forecasting the long-run growth of Canadian air travel. The forecasting attitude adopted in this study is that of the Department of Transport wishing to quantitatively forecast, to 1975, total Canadian domestic and international air passenger boardings independent of other modes, on the basis of average total Canadian data. Accurate forecasts are important to the Department of Transport since new airports cannot be constructed instantaneously, but at the same time, premature construction of airports is undesirable. There are a great variety of forecasting methods. Due to the problems of inadequate Canadian air passenger travel data, however, the author felt that the only appropriate quantitative method of forecasting air passenger boardings at the major Canadian airports, would be with dynamic and static, multiple regression models. The dynamic model is a new approach at forecasting air passenger boardings, since at the time of this study, not one example of its use in forecasting air passenger boardings could be found. The dynamic model of this thesis expresses the idea that current decisions are influenced by past behavior i.e. habit formation. Also, although there are many examples of the use of a static model for forecasting air passengers, the form of this study's static models is quite unique since it tries to take into account the increasing air travel elasticity of rising per capita incomes. There are many factors affecting demand but it was not possible to provide explicitely in multiple regression forecasting formulas for all of them because of the complexities involved and the lack of data with respect to some of them. It was found that one of the major factors affecting future boardings per capita will be fare policy. The long-run fare elasticity was found to be approximately -2.30. In forecasting air passenger boardings, five different assumptions were made with respect to future fare levels. The growth patterns of each of this thesis's five air passenger boarding forecasts based on the five future fare assumptions had two things in common: (1) all showed a declining rate of growth both in terms of boardings per capita and total Canadian boardings and (2) all showed absolute annual increments which in general increased from year to year throughout the entire forecast period. These two trends are both major characteristics of a growth industry which has not yet matured. An average annual decrease of 0.1334 current cents in the air passenger yield per passenger-mile seems the most reasonable future fare assumption. If this is so, the growth of total air passenger boardings will progressively decline from a 7.81 percent increase in 1968 to a 6.54 percent increase in 1975 and the growth of boardings per capita will progressively decline from a 5.07 percent increase in 1968 to a 4.35 percent increase in 1975. This forecasted growth is much lower than in the historical period of 1955-1966 when the average percent growth in total boardings was 11.4 percent and in boardings per capita was 8.48 percent. Of course, national forecasts of total domestic and international air passenger boardings are of little value in comparison to air passenger boarding forecasts of individual Canadian cities. Fortunately, the largest twenty-five air transportation hubs, which have accounted for 89 percent to 93 percent of the total of all Canadian air passenger boardings in the past, have through time each maintained a generally consistent relationship to the national total. Thus, by fitting numerous least-squares trend curves through each community's past percentage of national air passenger boardings and modifying where necessary because of the advice of experienced people in Canadian air travel, forecasted percentages of total Canadian boardings were arrived at for each of the largest twenty-five Canadian air transportation hubs. / Business, Sauder School of / Graduate