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The United States as a whole is embarking on the historic task of implementing high-speed rail (HSR) throughout the country in an attempt to improve regional mobility, including congestion at some of the nation’s busiest airports. However, despite the wide overlapping of service that both air and HSR provide and the goal of reducing airport congestion, little discourse has occurred on the topic of how these two modes might interact in an intermodal context. This report explores how air travel and HSR might cooperate in the US, which is defined as an explicit attempt by the two modes to utilize each other in order to transport a passenger to their final destination. It will document potential benefits of cooperation, survey how cooperation works elsewhere in the world, and investigate the current climate within the US for cooperation, including a review of current HSR plans and analysis of air travel data. This information will form the basis for suggested airports for the integration of HSR and air travel, and for how US airlines might utilize HSR. Lastly, lessons learned will form a list of best practices to follow in order to better insure a cooperative and successful relationship between HSR and air travel. / text

This thesis explores how the legitimacy and reputation of firms that have experienced severe crises can be restored through the means of crisis management and crisis communication strategies. Our focus is on the airline industry, analyzing how three European airlines have communicated and acted towards important shareholders during and following a fatal airline accident. The airlines that have been compared are Air France, Spanair and SAS; an analysis of their press releases, press conferences, annual reports and websites has been conducted. We found that Air France and SAS communicated more information compared to Spanair and also showed that they had a clear strategy to uphold their legitimacy through the crisis. When dealing with a crisis many stakeholders have a high demand for information and if the airline satisfies this need in a satisfactory way they live up to the stakeholders expectations and gain legitimacy. Communicating a clear strategy as to how the airline is working towards improving flight safety can be seen as an important part of upholding the airline's legitimacy and reputation after an airline accident, something that especially Air France has done through clear safety communications through their annual report and website.

Syftet med vårt arbete var att utvärdera om Scandinavian Airlines Sverige har förankrat de pågående förändringarna i organisationen hos sina medarbetare. Vi har analyserat hur Scandinavian Airlines Sverige arbetar med att motivera medarbetarna och förändra värderingar och normer bland dem. Vi har utgått ifrån Strategi 2011 och belyst den del som berör medarbetarperspektivet av den kulturella turnaround som sker inom SAS koncernen. I vår undersökning har vi avgränsat oss till Scandinavian Airlines Sverige och utgår ifrån deras tolkning av strategin som de benämner ”Framtidsresan”. Den teoretiska modellen som utarbetats har givit oss möjlighet att analysera förändringsarbetet för Scandinavian Airlines Sverige och utvärdera hur förändringarna påverkar organisationens medarbetare. Den utgår ifrån variablerna Kommunikation, Förändringsarbetet, Medarbetarnas förhållningssätt och Medarbetarnas förutsättningar. De slutsatser som vi kommit fram till är att Scandinavian Airlines Sveriges interna kommunikation till stor del har varit en ensidig och formell kommunikation från företagets sida. Medarbetarna har inte i någon större utsträckning fått vara aktiva i en dialog. Förankringen av förändringsarbetet har påverkats av att informationen inte fullt ut behandlat vad som ska ske med medarbetaren eller på arbetsplatsen. Vi anser att förankringen av förändringen förbättras om Scandinavian Airlines Sverige kunde ha involverat fler personer från organisationen än de 40 underchefer som skedde när de utvecklade ”Framtidsresan” med dess vision och strategier. Det skulle öka möjligheten till dialog med medarbetarna och utjämna kulturella skillnader samt generera ett bättre framtida resultat med förändringsarbetet. Ett annat sätt är att arbeta med förändring i mindre grupper där medarbetarna kan känna sig mer delaktiga och bättre föra en dialog. Genom att öppna för dialog och delaktighet i mindre grupper, ge feedback och samverka mer är flera sätt att förbättra motivationen. Det anser vi vara en nödvändighet för att lyckas med den stora kulturella förändringen. / The purpose with this thesis was to evaluate if Scandinavian Airlines Sweden has anchored the current organizational change towards the employees. We have analyzed how Scandinavian Airlines Sweden is working with motivation of the employees and change their values and norms. The starting point was Strategy 2011 and we have evaluated the part that touch the employees’ perspective and the cultural turnaround that takes place within the SAS group. In our own research we have made a delimitation to only investigate Scandinavian Airlines Sweden and their interpretation of the strategy, which they name”Framtidsresan (future trip)”. The theoretical model that has been prepared gives us the possibility to analyze the organizational change for Scandinavian Airlines Sweden and evaluate how the changes affect the employees in the organization. The model uses the variables Communication, Organizational change, Employees behavior and Employees conditions. Conclusion from the research is that the internal communication within Scandinavian Airlines Sweden mostly has been biased and formal from the company’s side. In most of the cases the employees have not been able to have an active dialogue. Support of the organizational change has been affected by the fact that information not fully have considered what will happen to the employees and their workplace. We strongly feel that anchorage of the organizational change can be improved if Scandinavian Airlines Sweden involves more managerial staff from the organization than the 40 middle level managers that were involved during introduction of ”Framtidsresan (future trip)” with its vision and strategies. That would improve the possibility for a dialogue with the employees and compensate for cultural differences as well as generate a better future result with the organizational change. Another way is to work on the changes in smaller groups where the employees can feel more involved and have a better dialogue. By open up for dialogue and involvement in smaller groups as well as give feedback and cooperate more are some ways to increase motivation. We feel that these steps are necessary to take to be successful with the big cultural change that takes place right now.

The air transport sector is one that is particularly conducive to market dominance, and therefore to potential abuse thereof. Characterised, for several decades, by the omnipresence of barriers attributable to the preferential treatment enjoyed by undertakings under the sponsorship of their respective governments, European civil air transport has undergone progressive liberalisation over the years, under the auspices of the European institutions. / The object of the present thesis is to assess how the provisions of Article 82 of the E.C. Treaty have applied to the air transport sector prior and subsequent to deregulation, and how they remain indispensable, in the wake of emerging new factors that tend to keep the market of scheduled air services oligopolistic.

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.

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In air traffic, safety is the key word. Safety is kept in numerous ways. One of these ways is with the help of Aeronautical Information (AI). AI is all information regarding air traffic, i.e. aerodrome hours of operation, weather reports and information about unserviceable navigational aids. Sometimes it happens that some of the information does not reach the pilots in the aircraft, which can have a negative impact on safety. This thesis examines the flow of AI all the way from the originator of the information to the end-user, and analyzes it to find where the errors occur. The thesis is based on the rules and regulations set by ICAO, the International Civil Aviation Organization, two field trips to the Swedish AI provider LFV, and interviews with four airlines, Novair, NextJet, Malmö Aviation, and SAS. The results exposes where in the flow the weakness exists, and finally gives advice as to how these weaknesses can be addressed.