Canada and the United States have the largest, bilateral trade relationship of any two nations. Fittingly, they also exchange the largest volume of international air travellers of any pair of countries. The terms under which Canada-United States air transportation are provided are set forth in the Canada-United States Bilateral Air Services Agreement. The current Agreement was founded upon the consumer demands and industry operating practices that prevailed in 1966. Although the Agreement was substantially modified in 1974, the essence of the regime has been rendered obsolete by the developments of transborder airline market characteristics. Canada and the United States have recognised that a new bilateral air services agreement is a necessity. Three general strategies have been proposed as the bases for a new regime: the specified rights option, the open border option, and the cabotage rights option. Specified rights is the genre of the current regime: all routes having entry strictly controlled. The open border option would entail complete freedom for either country’s carriers to contest all transborder routes. Cabotage rights allow carriers to contest any market within or between the two countries. A new agreement has yet to be achieved. The delay in finding an acceptable scheme has been the difficulty in meeting both major objectives for the new policy: efficiency and equity. This report examines the alternative schemes for a new Canada-United States air services regime. The structure-conduct-performance paradigm of industrial analysis is utilised to evaluate the nature of the distribution of benefits that would arise following the adoption of the various alternatives. The report concludes that the adoption of a phased-in, open border regime would best meet the twin objectives of efficiency enhancement and equity of opportunity.

Canada and the United States have the largest, bilateral trade relationship of any two nations. Fittingly, they also exchange the largest volume of international air travellers of any pair of countries. The terms under which Canada-United States air transportation are provided are set forth in the Canada-United States Bilateral Air Services Agreement. The current Agreement was founded upon the consumer demands and industry operating practices that prevailed in 1966. Although the Agreement was substantially modified in 1974, the essence of the regime has been rendered obsolete by the developments of transborder airline market characteristics. Canada and the United States have recognised that a new bilateral air services agreement is a necessity. Three general strategies have been proposed as the bases for a new regime: the specified rights option, the open border option, and the cabotage rights option. Specified rights is the genre of the current regime: all routes having entry strictly controlled. The open border option would entail complete freedom for either country’s carriers to contest all transborder routes. Cabotage rights allow carriers to contest any market within or between the two countries. A new agreement has yet to be achieved. The delay in finding an acceptable scheme has been the difficulty in meeting both major objectives for the new policy: efficiency and equity. This report examines the alternative schemes for a new Canada-United States air services regime. The structure-conduct-performance paradigm of industrial analysis is utilised to evaluate the nature of the distribution of benefits that would arise following the adoption of the various alternatives. The report concludes that the adoption of a phased-in, open border regime would best meet the twin objectives of efficiency enhancement and equity of opportunity. / Business, Sauder School of / Graduate

No description available.

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Thesis. 1975. Ph.D.--Massachusetts Institute of Technology. Dept. of Civil Engineering. / Bibliography: leaves 221-224. / Ph.D.

No description available.

In the wake of September 11, 2001 events, most western airlines find themselves in financial difficulties. In their struggle to stay in the sky, many airlines look for pro-active tools and fitting strategies. The primary focus of this thesis is to discuss the unique characters of the airline business, particularly, within the context of US bankruptcy reorganization law (Chapter 11). After identifying primary competing interests in this perspective, the hypothesis explored is that Chapter 11 bankruptcy reorganization provides a forum that may uniquely address any of the specific needs of the different key players, if invoked strategically. The corporate strategy of "facilitated survival" as provided for within the context of US bankruptcy law is definitely worthwhile for the airline industry to take note of.

No description available.

Thesis (M.S.)--Massachusetts Institute of Technology, Dept. of Civil Engineering, 1982. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND ENGINEERING. / Includes bibliographical references. / by Mostafa Terrab. / M.S.

The National Transportation System (NTS) is undoubtedly a complex system-of-systems---a collection of diverse 'things' that evolve over time, organized at multiple levels, to achieve a range of possibly conflicting objectives, and never quite behaving as planned. The purpose of this research is to develop a virtual transportation architecture for the ultimate goal of formulating an integrated decision-making framework. The foundational endeavor begins with creating an abstraction of the NTS with the belief that a holistic frame of reference is required to properly study such a multi-disciplinary, trans-domain system. The culmination of the effort produces the Transportation Architecture Field (TAF) as a mental model of the NTS, in which the relationships between four basic entity groups are identified and articulated. This entity-centric abstraction framework underpins the construction of a virtual NTS couched in the form of an agent-based model. The transportation consumers and the service providers are identified as adaptive agents that apply a set of preprogrammed behavioral rules to achieve their respective goals. The transportation infrastructure and multitude of exogenous entities (disruptors and drivers) in the whole system can also be represented without resorting to an extremely complicated structure. The outcome is a flexible, scalable, computational model that allows for examination of numerous scenarios which involve the cascade of interrelated effects of aviation technology, infrastructure, and socioeconomic changes throughout the entire system.