Both the process of designing better plans and the process of evaluating plans depend heavily on a detailed understanding of the interrelationships among urban activities. This thesis explores the relationship between some of the characteristics of urban areas and their air passenger generation. The research methodology consists of a review of the literature on air passenger generation. Secondly, data from thirty-nine Canadian cities are used for empirical analysis. Factor analysis, grouping analysis and multiple regression techniques are employed. The results explain that, in general, the factor of urbanization plays an important role in determining air passenger generation from urban areas. Also, for some cities, the trade and service functions discourage air passenger generation to some extent. Moreover, this study suggests that available techniques of analysis can be used successfully, to improve upon those which are commonly used in developing predictive equations for air passenger generation. It is evident from the models developed in this study that, for a group of cities, the more they are similar in their characteristics, the better is the predictive equation. Finally, the implications and limitations of this study have been discussed along with the suggestions for further research. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

The objective of this thesis is to provide a comprehensive management tool that will aid in policy formulation and evaluation of Air Canada's Passenger Check-in System. The tool is a computer simulation model that was verified to ensure that representative information could be derived from the model concerning the state of the real system. The model can be used to determine the effects of a given policy or passenger arrival composition on the three performance objectives of the system; namely, the utilization of the baggage and ticket facilities, a minimum passenger waiting time in the system, and the checking-in of passengers in accordance with procedural policy. The simulation model describes the state of the system and subsequent assessment of the effect of a policy on the objectives with their statistics: 1. the average utilization of the facilities, 2. the percentage of passengers exceeding two and a half minutes in any one queue, 3. the average transit time per passenger (summation of delay times in the system). An analysis utilizing the simulation model was undertaken in three areas of policy management. They are: To determine the implications of the behaviour of the Passenger Check-in System on policy formulation. 2. To determine the facility policy that should be implemented in order to achieve the present service policy as well as the maximum capacity of the system. 3. To formulate alternative operating policies and test for viability prior to implementation of the policy. The results of the analysis were as follows: 1. The service policy that a minimum of 15% of the Revenue passengers be allowed to exceed 2.5 minutes of waiting time has been formulated correctly. 2. The nature of the system is such that greater utilization of facilities will not be achieved by a nominal increase in the allowable percentage of passengers exceeding 2.5 minutes. 3. The facility policy and associated methodology has been formulated so that the objectives of the system will be attained. A. The maximum capacity of the system occurs when the arrival rate is in excess of 200 passengers per 15 minute period. 5. The use of a single queue at the Revenue ticket counter will ensure greater attainment of the system objectives than the use of multiple queues. 6. The combining of the baggage and ticket operations at one counter is a viable alternative in the present system. / Business, Sauder School of / Graduate

published_or_final_version / Transport Studies / Master / Master of Arts

published_or_final_version / Geography and Geology / Master / Master of Arts

M.Com. (Business Economics) / Please refer to full text to view abstract

D.Com. (Transport Economics) / Please refer to full text to view abstract

No description available.

M. Com. (Transport Economics) / The purpose of this study is to determine the role of railway transport for the mobility of the Blacks on the East Rand. The Act of the Administration of Bantu Affairs no. 45 of 1971 has considerably increased the geographical borders within which the Blacks may move freely. This movement is due to economic and/or social reasons. The demand for railway transport must therefore be measured against the supply of railway transport ...

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

M.Comm. / The South African economy requires effective low cost passenger transport in order to provide sufficient time and place utility for its population. The role that long distance passenger transport plays within this economic framework is important and ranges from inter city transport of passengers traveling for work and private purposes to that of metro transport. It is also important to note that long distance passenger transport plays an important role in the development of rural areas. Huge potential also exists for long distance passenger transport to assist in the development of the tourism industry. Long distance rail passenger transport forms an integrated part of the long distance passenger market. Due to the characteristics of long distance rail passenger transport this form of transport is specially conducive to providing low cost transport to low income groups. This situation enhances development and social interaction of the community in different geographical areas. Although long distance rail passenger transport plays an important role in the national economy the service has traditionally not generated a profit. The reasons for this situation are diverse and complex. This study addresses some of the traditional managerial approaches towards the business. A model is developed to enable management to focus on detailed service-level management that will enhance a higher service level with lower associated costs. This study focuses on service profitability management with the associated costing and pricing methods, and concomitant management information systems. During the discussion of these specific issues some of the cost and revenue deficiencies are identified, and possible solutions are proposed for these problems. Concerns with the traditional costing method are discussed in this study, where after a new model is developed to incorporate all costs that are necessary for product costing. The main reasons for adapting a different approach to costing of services are as follows'. Accurate costing of services enables management to decide on the improvement, continuation or discontinuation of a certain service. Service costing is used as a decision tool for the determination of fares for each service that is provided. The costing model incorporates the reclassification of expenses and costing of services according to their life cycle. For the purpose of arriving at a revenue level that should satisfy sustainable economical development and specific company requirements namely profitability, this study develops a method for calculating fares for long distance passenger rail transport. This method includes internal as well as external environmental issues. The primary requirement for a service profitability model is for management to obtain the relevant information that would enable such a model to function effectively. Due to the purpose of the study, namely to develop a decision model for management a project management approach for the development of a management information system is discussed. This model is related to a long distance rail passenger organization and highlights specific management information that is required for product profitability modeling. Finally this study recognizes that further research needs to be conducted to develop new strategies to decrease cost and increase revenue, with a satisfactory level of service.