by Poon Ming-tak, Terence. / Thesis (M.B.A.)--Chinese University of Hong Kong, 1988. / Bibliography: leaf 96.

Feng, Xiaofei. / Thesis (Ph.D.)--Chinese University of Hong Kong, 2013. / Includes bibliographical references (leaves 157-168). / Electronic reproduction. Hong Kong : Chinese University of Hong Kong, [2012] System requirements: Adobe Acrobat Reader. Available via World Wide Web. / Abstracts also in Chinese.

Changes in climate caused by changes in anthropogenic (i.e. "man-made") greenhouse gas (GHG) emissions have become a major public policy issue in countries all over the world. With an estimated 28.4% of these emissions attributed to the transportation sector, attention is being focused on strategies aimed at reducing transportation GHG emissions. Quantifying the change in GHG emissions due to such strategies is one of the most challenging aspects of integrating GHG emissions and climate change into transportation planning and policy analysis; the inventory techniques and methods for estimating the impact of different strategies and policies are still relatively unsophisticated. This research developed a method for estimating intercity passenger transportation energy and carbon footprints and applied this method to three US DOT-designated high speed rail (HSR) corridors in the U.S.-- San Francisco/Los Angeles/San Diego; Seattle/Portland/Eugene, and Philadelphia/Harrisburg/Pittsburg. The methodology consists of estimating the number of trips by mode, estimating the direct CO₂ emissions, and estimating indirect CO₂ emissions. For each study corridor the impacts of different strategies and policies on carbon dioxide emissions were estimated as an illustration of the policy application of the developed methodology. The largest gain in CO₂ savings can be achieved by strategies aiming at automobile emissions, due to its sizeable share as main mode and access/egress mode to and from airports and bus and train stations: an average fuel economy of 35.5 mpg would result in a 38-42% savings of total CO₂ emissions; replacing 25% of gasoline use with cellulosic ethanol can have a positive impact on CO₂ emissions of about 13.4-14.5%; and a 10% market share for electric vehicles would result in potential CO₂ savings of 3.4-7.8%. The impact of a 20% or 35% improvement in aircraft efficiency on CO₂ savings is much lower (0.88-3.65%) than the potential impacts of the policies targeting automobile emissions. Three HSR options were analyzed using Volpe's long-distance demand model: HSR125, HSR150, and HSR200. Only the HSR150 and HSR200 would result in CO₂ savings, and then just for two of the three corridors: the Pacific Northwest (1.5%) and California (0.8-0.9%). With increased frequency and load factors, a HSR150 system could result in CO₂ savings of 5.2% and 1.8% for the Pacific Northwest and California, respectively. This would require a mode shift from auto of 5-6%. This shift in auto mode share would mainly have to be a result of pricing strategies. From these results, HSR may not be such an obvious choice, however, with increased ridership and diversions from other modes, CO₂ savings increase significantly due to the lower emissions per passenger mile for HSR. The framework developed in this study has the ability to determine the GHG emissions for such HSR options and increased diversions.

Air transport is of critical importance to move passengers and cargo from one place to another on a global scale. Subsistence, sustenance, growth and profitability of the air transport industry are dependent on the demand for transport from passengers and cargo as the main sources of revenue of the airline industry. The forces of globalization and liberalization, coupled with the very rapid development of low-cost operators, have tempered the growth and profitability of the aviation industry whilst, at the same time, greatly increasing the consumer (passenger and air freight user) advantages in terms of expanding the gamut of their choices, better quality and lower prices. The ever-expanding markets in the Asia and Pacific region hold great promise for a rapid growth of the aviation industry in years to come. / Currently, the international civil aviation community is faced with many challenges evolving from globalization, liberalization of economic regulations, privatization of airlines and airports, commercialization of government services providers, increasing environmental controls, and the emerge of new technologies. To deal effectively with these challenges and issues will require a high level of cooperation among civil aviation authorities, airlines, airports, and providers of air services and products. Airlines under the new free trade regimes have been exposed to many changes and although GATS has an important role to play in this important field, the convergence of economic, safety, security and environmental issues makes a strong case for keeping regulation in these critical issues under the ICAO aviation umbrella. / As air transport experiences structural, policy and regulatory environment changes, in the era of free trade it would be interesting to critically examine the impact of the aforementioned changes on the rights and protection of passengers. In this relation, it becomes very important to review the international, regional, and national efforts which have been made to enhance consumer protection and also have an important bearing on the rights of airline passengers. The thesis also addresses some emerging, non-traditional consumer protection issues, such as health, racial discrimination and the rights of disabled passengers. / In view of the above, the well-developed consumer protection regimes in the United States and the European Union (EU) would be examined in depth and the results of its analysis would be used to develop a suitable model airline passenger protection in the rapidly expending economies of the Asia and Pacific Region.

No description available.

Thesis (MBA)--Stellenbosch University, 2006. / ENGLISH ABSTRACT: OnTime is a passenger transport company that was established in 1999 when the insurance giant Sanlam decided to outsource its transport services for its top officials. This document examines the challenges that OnTime faces as it seeks to grow its market by acquiring business from more corporates in order to lessen its dependence on Sanlam. The chauffeur industry in Cape Town is characterised by a lack of regulation and, as a result, there is no official data that can be used to describe the size of the industry. The lack of regulation means competition among industry players favours the two big companies to the detriment of the smaller ones. Smaller companies are constantly experiencing dwindling profits because of the dominance of these two big companies. At the other extreme, there are many pirate operators who compete on price by undercutting everyone else. The industry as a whole is experiencing growth due to the increasing number of corporations and government departments which have outsourced their passenger transport services for their top officials. While this move to outsource the passenger transportation is supposed to create new opportunities for small companies to benefit from the new business being generated, it appears that the smaller passenger transport companies have not yet benefited from this extra business. The main reason is that smaller passenger companies have been created without adequate support systems or a steady client base to sustain them through their early growth phase. On the flip side, the two big passenger transport compames are experiencing increasing volumes of business from those very same big corporations which were supposed to be the lifeblood of smaller passenger transport firms. The main reason for the phenomenal business growth for the two passenger transport companies is the fact that they belong to groups of companies which are constantly growing through the acquisition of other companies. The passenger transport unit then provides the transport needs of the entire group. Moreover, these two big passenger transport service providers have fonned alliances with most of the major airlines, hotels, and guest houses in order to be in a position to capture any business that flows from these airlines and hospitality service providers. In an industry where customers are conscious of the type of vehicles they are driven in, it is not surprising that the two big passenger transport companies are able to offer a variety of vehicles from which customers can choose. This is in sharp contrast to the small passenger transport companies whose fleet size limits the options they can offer their customers when it comes to choosing the type of vehicles they would like to be driven in. The findings contained in this document will influence the recommendations for formulating a business strategy for OnTime. The main challenge for OnTime is to grow its business by implementing drastic changes.

The present thesis explores how value can be created by fully automated vehicles as a transformational innovation. To do this, the value Framework by den Ouden (2012) is used to examine the user to research value creation from a sociological and psychological perspective. Different groups of consumers are interviewed, current premium vehicle drivers, current members of car sharing and CNDs, as well as experts. The study was carried out in Germany and Sweden, including one expert from the United States. Resulting from the study, autonomous vehicles are expected to create value from different perspectives and for different consumer groups, for example by allowing the driver to spend time on something else while travelling with the car. Furthermore, risks of automated vehicles in a value perspective are examined, such as safety issues and increased vehicle miles travelled. Concluding, this research adds up to den Ouden’s (2012) framework by adding the interconnectedness of different value perspective and applying it on the example of automated vehicles.

published_or_final_version / Business Administration / Master / Master of Business Administration

Lengvųjų automobilių negendamumo užtikrinimas garantiniu laikotarpiu viena iš priemonių didinančių konkurencingumą. Nepaisant sukuriamų naujų gamybos technologijų, garantiniu laikotarpiu atsiranda lengvųjų automobilių gedimų. Siekiant įgyvendinti visavertį vartotojų aptarnavimą būtina užtikrinti, kad garantiniu laikotarpiu gedimai būtų šalinami kaip įmanoma greičiau. Tam pasiekti būtina, kad pardavėjai savo sandėliuose turėtų optimalų kiekį atsarginių detalių bei žinodami gedimų tikimybės priklausomybę nuo ridos galėtų atlikti prevencinius darbus gedimams išvengti. Tikimąsi, kad nustačius lengvųjų automobilių gendamumą garantiniu laikotarpiu būtų lengviau optimizuoti garantinio aptarnavimo procesą. Eksperimentinių tyrimų tikslas yra nustatyti lengvųjų automobilių gendamumą garantiniu laikotarpiu. UAB „Sostena“ atliktų tyrimų duomenimis „Renault“ markės lengvųjų automobilių gedimų įvyksta per visą garantinį laikotarpį. Nepatikimiausia garantiniu laikotarpiu yra automobilių važiuoklė. Didžiausia tikimybė, kad automobilio važiuoklės sistemoje bus pastebėta gedimų, yra automobiliui nuvažiavus 40–50 tūkst. kilometrų. Automobilį eksploatuojant iki 10 tūkst. kilometrų tikimybė, kad atsiras gedimų, yra mažiausia. Tyrimais nustatyta, kad beveik penkis kartus rečiau nei važiuoklė yra pažeidžiami automobilių varikliai, elektros bei aušinimo sistemos. / Assurance of reliability in passenger cars during the warranty period is one of the means increasing competitiveness. Although novel manufacturing technologies have been designed recently, there are some possible flaws in passenger cars that can be encountered during the warranty period. Seeking to implement a complete customer attendance it has to be made sure that during the warranty period all the faults should be mended as soon as possible. To attain this objective, first of all, it is necessary that all dealers have an optimum stock of spare parts in their warehouses and secondly, actions designed to prevent faults and failures have to be implemented based on the statistical likelihood for the most common failures to occur. It is hoped that it would be easier to optimize a process of after-sales service if a failure of passenger cars during the warranty period is established. The purpose of the experimental study is to determine a fault/flaw of passenger cars during the warranty period. The findings of research done by Ltd. “Sostena” suggest that failures of “Renault“ passenger cars occur during the whole period of warranty. Chassis was found to be the most unreliable part during the warranty period. The research evidence also indicates that the highest likelihood for the flaws to be noticed in a chassis is after a car has done from 40 to 50 thousand kilometres. The least probability for the flaws to manifest themselves was determined before a passenger car had done 10... [to full text]

For many metropolitan areas in U.S., flight traffic is distributed between multiple airports that service the region. Since 2008, there are trends showing that in certain multi-airport regions, flight traffic is being consolidated toward one “dominant” airport (as in LA) where as in other regions, departure traffic is becoming more evenly distributed between the multiple airports. The purpose of this study is to examine the effects these trends in departure volume are having on overall departure delay times in these regions. For this analysis, data from the airports in Los Angeles, San Francisco, New York, Washington, D.C. and Chicago are included. Based on the results of this research, there is evidence that the dominant hub model as evidenced in LA with LAX, is preferable when managing delays to a more dispersed model showcased in DC.