There has been very little research in the area of air cargo demand analysis and forecasting. This thesis attempts to investigate the application of gravity models to air cargo. Using international export volumes from Vancouver International Airport in 1998, a gravity model was built. The inclusion of tariffs as an impedance factor allowed testing of the effect of tariffs as predicted by gravity models. The results were consistent with international trade theory that tariffs provide a barrier to international trade. Further, a comparison is made between aggregate and disaggregate models (across commodities). It was found that aggregation eliminates commodity specific characteristics. In using the gravity model, there are two adjustments which need to be made to reduce the bias in the model: firstly, adjustment is necessary to the bias inherent in the constant term of a log-linear model; and a further adjustment is required when forecasting actual levels rather than log levels. Even after adjustments for both types of bias, the gravity model did not produce accurate forecasts. The aggregate model produced better forecasts than the disaggregate model, but both sets of forecasts did not accurately predict the actual volumes transported. This could be as a result of the stable nature of the variables included in the model, which tend to change very slowly over time. Further, it is apparent that other additional explanatory variables should be included in the models to better capture the short-term changes in air cargo.

The airline industry has been the subject of numerous studies both before and after deregulation. None of these, however have explicitly modelled the cost savings due to deregulation. This thesis develops a number of testable hypotheses about technological and managerial choice as they pertain to regulatory reform. The results of the tests show that the production technology the airlines developed post-deregulation is not unambiguously more efficient than the pre-deregulatoin technology. The unregulated output and network structure, however, appear to be more efficient than those utilized during regulation. A model is developed to decompose the change in cost due to deregulation. It is found that approximately 5% of the reduction in cost is the result of the new technology while 95% of the savings stems from the new output and network structures.

Recognised as an excellent tool for competition in the current liberalised framework of international air transport, code-sharing is becoming a common practice, as an integral part of the activity of an airline, with obvious implications for both airlines and passengers. / This thesis presents two predominant legal implications of such a practice, involving two carriers for a single flight: the contracting carrier and the operating carrier. / First, this study aims at examining the relationship between users/passengers and code-share partners, more particularly identifying the practice as misleading due to the non-disclosure of the actual operator of the flight, which is magnified by the inaccuracy and shortcomings of computerised reservation systems (CRS). The regulatory framework in this regard is described and the legal obligation to disclose the identity of the actual carrier is given top priority. The delimitation of operational responsibilities will also be addressed (inadmissible passengers, overbooking and baggage concerns). The private agreement between the code-share partners will be given importance in ascertaining the liability issues. / Second, the current international liability regime is analysed with a view to consider the code-sharing scenario. The potential conflict between the different international legal regimes governing air carriers' liability is highlighted in order that this aspect be taken into account by the code-share partners in their contractual agreement. / Last but not least, some provisions of the new Montreal Convention of 28 May 1999 will be examined. A closer look will be given specifically to those provisions of Chapter V that are particularly applicable to a code-sharing situation.

No description available.

After more than ten years from its initiation by the Canadian delegation in 1988, the UNIDROIT's legal reform in the area of international security and leasing interests in mobile equipment reached its final stage of discussion at the international level. A Preliminary Draft UNIDROIT Convention on International Interests in Mobile Equipment (" Convention") and a Preliminary Draft Protocol on Matters Specific to Aircraft Equipment ("Protocol") present an evolution of the international security law and the aircraft finance law in particular. The "Convention", as applied through the "Protocol", particularly aims at economic benefits for the aviation industry, which has to cope with considerable financing difficulties due to the uncoordinated national security laws. This thesis addresses legal and economic issues behind the UNIDROIT proposal. / The texts of the "Convention" and the " Protocol" as reviewed by the Drafting Committee of the First Joint Session (Rome, 1--12 February 1999), are attached in the Appendix. (Abstract shortened by UMI.)

Canadian airport authorities benefit from the right to seize and detain aircraft where airport charges remain unpaid. By objective measures, this right constitutes a preferred non-consensual right or interest that takes priority under Canadian law over all competing rights and interests in the aircraft subject to seizure and detention, including, for example, the interests of an owner, lessor or secured creditor. In this manner, airport authorities may recover outstanding user fees from both the airlines themselves and from the aircraft owners or lessors. / The Unidroit Convention attempts to harmonise the law applicable to aircraft finance transactions. As such, it targets private law rights. However, its breadth and scope touch upon the statutory rights of third parties with non-consensual interests in aircraft, including those of airport authorities to seize and detain aircraft. / The interplay between the Unidroit regime and the seizure and detention rights of Canada's airport is the focus of this academic discourse. It demonstrates that even though this right, recourse and remedy is of fundamental importance to Canada's National Airports System and its transportation infrastructure generally, the Unidroit Convention could, if implemented as drafted, effectively compromise the ability of Canadian airports to seize and detain aircraft.

No description available.

The airline industry has undergone an unprecedented crisis in the aftermath of the events of September 11th, 2001 in the United States. At that time, the U.S. federal government rapidly moved to create and implement an important rescue package to ensure the sustainability of the U.S. airlines. Contrarily, the European Commission decided to keep the existing legislations and policies regarding state aid, allowing limited support from the Member States to their national carriers. For the Commission, the U.S. state-involvement in the air industry, as well as similar developments in other countries, was bound to create distortions of competition. This situation led the EU to submit a proposal to the Council and the European Parliament for a Regulation with aims to protect the Community airlines from the unfair pricing practices of state-aided non-Community air carriers. The text, modeled after the legislation applicable in the field of trade of goods, would fill a "legal void" and be a new efficient legislative tool for the Commission. Questions did arise, however, about its political legitimacy as well as its legal basis.

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.