Note:

International air transport has been one of the most highly regulated and restrictive industries in the world, governed by bilateral air services agreements (BASAs). More recently progressive liberalisation, through the gradual removal of regulatory restrictions, has taken place in major air markets of the world. In Africa, more than a decade ago, African leaders agreed to liberalise the intra-African aviation market through the Yamoussoukro Decision (YD) of 2000 but its full potential across the Continent has not yet been realised. Many studies worldwide have been done on air liberalisation and its impact on air traffic flows but very few include Africa. This study focuses on the impact on air passenger traffic flows of South Africa’s aviation policy in Africa by investigating the link between South Africa’s aviation policy, as reflected in the design of its BASAs, and air passenger traffic flows over an 11 year period (2000 to 2010). A mixed research methodology was followed. Qualitatively, a two-round Delphi technique was employed to determine the views of aviation experts from academia, the public and private sectors, on features of BASAs, as well as those unrelated to BASAs, that have an influence on air passenger traffic flows between country-pairs in Africa. Twenty-five BASA features and 48 non-BASA factors were identified from which a conceptual framework was formulated. The quantitative phase aimed at estimating and statistically quantifying the impact of the degree of restrictiveness or liberalisation of the respective BASAs, as measured by four variants of the Air Liberalisation Index (ALI): STD, 5th+, DES+ and OWN+. It also aimed at identifying which specific provisions of BASAs had the most significant impact on air passenger traffic flows. A fixed one-way panel regression technique was applied to the selected 11 year panel data set of 42 African countries, representing five markets: intra- African; the SADC; West African; East African and North African. A number of other predictors were also identified which meant that the impact of the aviation policy on air passenger traffic flows could not be tested in isolation: the degree of liberalisation of the policy as measured by the ALI; the number of years BASAs have been in place; GDP; the presence of a low-income country; the magnitude of services trade flows; and population size. The simultaneous impact of the six predictors was tested in each of the five markets with the various markets showing different predictors as being statistically significant. In the intra-African and SADC regional markets these were Trade, ALI and GDP; in the East African market Low Income, Trade, ALI and Population but in the North African market only GDP. Where the impact of the aviation policy was found to be significant, individual provisions such as fifth freedom traffic rights, capacity, designation and cooperative arrangements were tested for their impact on air passenger traffic over two time periods: 2000 – 2010 and 2006 – 2010. These also proved to be significantly different for the various regions. The results of this research provide new insights into the relationship between air passenger traffic flows and aviation policy in the South African – intra-African and regional contexts. The research technique used in the South African – intra-African market expands on the established cross-sectional 2005 QUASAR database, laying a foundation for similar studies in other regions where impact of policy over time can be established. / Thesis (DCom)--University of Pretoria, 2012. / Tourism Management / unrestricted

Ziel der vorliegenden Analyse ist es, ein Flughafenkonzept für Nordrhein-Westfalen zu erarbeiten. Dazu werden die wichtigsten Rahmenbedingungen des internationalen Luftverkehrs und der Luftverkehrspolitik in NRW behandelt. Es wird ein Überblick über die Flughafensituation in NRW gegeben. Weiter werden volkswirtschaftliche Effekte des Luftverkehrs beleuchtet (Arbeitsplätze, Wirtschaftswachstum). Dann werden negative externe Effekte des Luftverkehrs, insbesondere Fluglärm betrachtet. Abschließend werden Veränderungsvorschläge für die Flughafenpolitik in NRW entwickelt. / The aim of the present analysis is to elaborate an airport concept for North-Rhine-Westphalia. To achieve this, the framework of international aviation and aviation policy in NRW are treated. Additionally, the analysis will give an overview of the airport situation in NRW. Furthermore, economic effects of aviation are illuminated (jobs, economic growth). Then, negative external effects of aviation are considered, aircraft noise in particular. Finally, suggestions for a consistent airport policy in NRW are developed.

Advances in technology have given rise to the widespread use of small unmanned aerial systems (sUAS), more commonly known as ‘drones.’ The sUAS market is expected to continue to increase at a rapid pace, with the FAA forecasting around 8,000 registrations monthly (FAA, 2019). High profile drone incidents include use in an attack on the Venezuelan president, an undetected landing on the property of the White House, and use in dropping crude explosives on troops in the Middle East (Gramer, 2017; Grossman, 2018; Wallace & Loffi, 2015). The rate of proliferation and high-performance characteristics of these drones has raised serious concerns for safety in high-density outdoor events. Counter-unmanned aerial systems are currently illegal for all but a few Federal entities within the U.S., leaving private and public entities at risk. This exploratory research investigates several legal facility and patron behavioral interventions to reduce possible casualties during a drone attack by using AnyLogic simulation modeling in an amusement park scenario. Data from this experiment suggest that behavioral interventions implemented 30 seconds before a drone attack can reduce casualties by more than 55%, and up to 62% casualty reductions can be realized with a 60-second implementation time. Testing suggests that venue design considerations, such as a reduction in hard corners, covered high-density areas, and smoother area transitions can synergistically reduce casualties when used in conjunction with a warning system. While casualty mitigation did occur throughout the study, active threat interdiction methods would be necessary to design a system that may prevent casualties overall.

Ziel der vorliegenden Analyse ist es, ein Flughafenkonzept für Nordrhein-Westfalen zu erarbeiten. Dazu werden die wichtigsten Rahmenbedingungen des internationalen Luftverkehrs und der Luftverkehrspolitik in NRW behandelt. Es wird ein Überblick über die Flughafensituation in NRW gegeben. Weiter werden volkswirtschaftliche Effekte des Luftverkehrs beleuchtet (Arbeitsplätze, Wirtschaftswachstum). Dann werden negative externe Effekte des Luftverkehrs, insbesondere Fluglärm betrachtet. Abschließend werden Veränderungsvorschläge für die Flughafenpolitik in NRW entwickelt. / The aim of the present analysis is to elaborate an airport concept for North-Rhine-Westphalia. To achieve this, the framework of international aviation and aviation policy in NRW are treated. Additionally, the analysis will give an overview of the airport situation in NRW. Furthermore, economic effects of aviation are illuminated (jobs, economic growth). Then, negative external effects of aviation are considered, aircraft noise in particular. Finally, suggestions for a consistent airport policy in NRW are developed.

The aim of this thesis is to examine the relationship between the Royal Australian Air Force (RAAF) and the Royal Australian Navy (RAN) regarding the operation of aircraft from ships of the RAN and from RAAF shore bases. The effects of the separate intellectual development of maritime doctrine in the RAAF and RAN, and the efforts of the two Australian services to transfer theory into practice will be considered in the pre- (and post) World War II period, with due consideration of the experience of the services in both wars. The thesis will also discuss the problems that were faced by the RAAF and RAN to develop mutually acceptable operational procedures to enable the efficient use of aircraft in a maritime setting. The influence and effect on RAAF and RAN doctrine and equipment procurement, as a result of the special relationships that developed between the Air Force and Navy of Australia and Britain will be critically examined. A similar approach to the post war US/Australian relationship, and its effect on the Australian services, will also be critically examined. The thesis being propounded is that the development of a unique Australian maritime policy was retarded due to a combination of the relationship with Britain and the United States, lack of suitable equipment, lack of clear operational concepts in both the RAAF and RAN and the parochial attitude of the most senior commanders of both Services. The study has been based on Department of Navy, Department of Air and Department of Defence documents held in the National Archives of Australia in Canberra and Melbourne. In addition, relevant documents from the Admiralty and Air Ministry related to the development of naval aviation on RAN vessels during World War I, the attitude of the RAF toward the deployment of RAAF units to Singapore, and the negotiations that resulted in the procurement of HMA Ships Sydney and Melbourne, have been perused. Wartime operational records of the RAAF have been examined to obtain data to enable a critical study to be made of the RAAF anti-submarine campaign, torpedo bomber operations and the maritime campaign undertaken from bases in North Western Area during World War II. The influence of the commander of the United States 5th Air Force has also been incorporated in the discussion. The research uncovered procedural and operational variations between the two Services, the diversion of key elements from Australian command and the priority given to the American line of advance that resulted in Australian operations being given a secondary, supportive, status. A conclusion reached as a result of this research has been that the development of a unique Australian maritime aerial capability was restricted by the requirement of Britain to deploy flying units to Singapore in 1940. Similarly, the pressure exerted on the RAN by the Admiralty to purchase the Light Fleet Carriers in the late 1940s was more in the interests of the RN and British foreign policy than that of the RAN. Overall, the relationship with the Britain and the United States masked the real weakness in Australia???s maritime operations and retarded its development.

The aim of this thesis is to examine the relationship between the Royal Australian Air Force (RAAF) and the Royal Australian Navy (RAN) regarding the operation of aircraft from ships of the RAN and from RAAF shore bases. The effects of the separate intellectual development of maritime doctrine in the RAAF and RAN, and the efforts of the two Australian services to transfer theory into practice will be considered in the pre- (and post) World War II period, with due consideration of the experience of the services in both wars. The thesis will also discuss the problems that were faced by the RAAF and RAN to develop mutually acceptable operational procedures to enable the efficient use of aircraft in a maritime setting. The influence and effect on RAAF and RAN doctrine and equipment procurement, as a result of the special relationships that developed between the Air Force and Navy of Australia and Britain will be critically examined. A similar approach to the post war US/Australian relationship, and its effect on the Australian services, will also be critically examined. The thesis being propounded is that the development of a unique Australian maritime policy was retarded due to a combination of the relationship with Britain and the United States, lack of suitable equipment, lack of clear operational concepts in both the RAAF and RAN and the parochial attitude of the most senior commanders of both Services. The study has been based on Department of Navy, Department of Air and Department of Defence documents held in the National Archives of Australia in Canberra and Melbourne. In addition, relevant documents from the Admiralty and Air Ministry related to the development of naval aviation on RAN vessels during World War I, the attitude of the RAF toward the deployment of RAAF units to Singapore, and the negotiations that resulted in the procurement of HMA Ships Sydney and Melbourne, have been perused. Wartime operational records of the RAAF have been examined to obtain data to enable a critical study to be made of the RAAF anti-submarine campaign, torpedo bomber operations and the maritime campaign undertaken from bases in North Western Area during World War II. The influence of the commander of the United States 5th Air Force has also been incorporated in the discussion. The research uncovered procedural and operational variations between the two Services, the diversion of key elements from Australian command and the priority given to the American line of advance that resulted in Australian operations being given a secondary, supportive, status. A conclusion reached as a result of this research has been that the development of a unique Australian maritime aerial capability was restricted by the requirement of Britain to deploy flying units to Singapore in 1940. Similarly, the pressure exerted on the RAN by the Admiralty to purchase the Light Fleet Carriers in the late 1940s was more in the interests of the RN and British foreign policy than that of the RAN. Overall, the relationship with the Britain and the United States masked the real weakness in Australia???s maritime operations and retarded its development.