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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.

Gender was a critically important component of the rules and practices of railroading in the nineteenth century. While railroad passengers were initially composed of a homogenous group of middle-class men and women, increased use of trains very quickly led to separations by sex and class. Victorian understandings of respectability and gender roles and view of the world as being ordered and hierarchical strongly shaped how railroads treated their passengers. Like home and hotel parlors, railroad passenger cars constituted an intersection of the sacred private realm of the home and the less pure mundane arena of public life. Nineteenth-century middle-class Americans used space to define and maintain societal distinctions of gender and, especially, class. The definition and decoration of space in rail passenger service reinforced Victorian values and restricted and controlled behavior. Diverse gender and status roles distinguished white middle-class men and women from immigrants and members of other races as railroad passengers. Even white middle-class men and women did not have the same experience or expectations of nineteenth-century rail passenger service. Railroads in the nineteenth century were constructed by a mannered and hierarchical society, but they were also part of a capitalist consumer economy. In a conflict between taking care of business and upholding societal standards such as gender ideals, business generally took precedence. / Master of Arts

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One of the ways to define mobility in a transportation system is total travel time for all travelers using the transportation network. A good assessment of the mobility is essential for knowing the points of congestion in the network and the factors responsible for the congestion. Also the change in mobility from the baseline to the horizon year would give the modeler an idea of the effectiveness of the various transportation systems. One of the applications of the mobility measurement is the evaluation of aviation technologies proposed by FAA to ease the congestion. This paper addresses a method to estimate the mobility of the air transportation network in the baseline year (2000). Also presented is a method to estimate the mobility to the horizon year by considering congestion on the roadway. / Master of Science

According to a recent report by the U.S. Senate Joint Economic Committee, the costs of domestic air traffic delays were estimated to be a staggering $41 billion in 2007. Of this, $19.1 billion was attributed to airline operating costs and $12 billion was attributed to passenger delays. In instances of irregular operations, an airline's primary objective is to get operations back to normal as quickly as possible while incurring minimal cost. Historically, airlines have prioritized recovering schedules for aircraft and crew before attempting to reaccommodate disrupted passengers. The literature has not examined how proactive movement of passengers can be used to mitigate the impact of irregular operations. This work bridges this gap by exploring how early standby fees (which influence customer behavior) can be utilized to improve operations. This research uses a variety of public and private data sources to construct a micro-level simulation to explore the impact that early standby pricing policies have on aggregate and average delay for disrupted passengers. Three distinct modules developed for use in the simulation have broader applications to the research community: (1) logic for a passenger reaccommodation algorithm; (2) a model that predicts the number of early standby passengers; and (3) a model to predict the probability a passenger misses a connecting flight. Preliminary results confirm the hypothesis that early standby pricing policies affect both profitability and operational performance. A simple example illustrates that an airline faces an important tradeoff when setting an early standby pricing policy: the early standby fee that maximizes an airline's profitability is different from the early standby fee that yields the lowest aggregate and average delay metrics for customers. This dissertation proposes a new product that remedies these competing objectives by improving them both simultaneously.

The purpose of this research was to investigate the feasibility of a passenger rail service operating on a current rail line in Canterbury, known as the Main North Line, which connects the Waimakariri District to Christchurch. The Main North Line runs through the two main urban areas of the Waimakariri District: Rangiora and Kaiapoi. The need for research into the potential use of the Main North Line for passenger services has arisen due to increasing car congestion on arterial roads between the Waimakariri District and Christchurch. All traffic coming from the Waimakariri District into Christchurch must cross the Waimakariri River, creating a transport bottleneck. An assessment of the location of the Main North Line was conducted with respect to the travel needs of Waimakariri District residents using Geographic Information Systems (GIS) to investigate how far residents live and work from the line and resident surveys to determine whether people would use rail as their main mode of travel into Christchurch. Assessment of the infrastructure was with regard to the locations of potential railways stations and the capabilities of the infrastructure for supporting different levels of passenger service. National and regional transport strategies are placing more importance on the transportation of people and freight by way of rail. A potential rail service for Canterbury will therefore likely include national and regional stakeholders in co-operation with a private service operator, as currently occurs in Wellington and Auckland. An average of 71% of Waimakariri District residents stated they would switch to rail as their main mode of transport for the journey into Christchurch. GIS analysis found that the number of journeys which start in the Waimakariri District and terminate within 1km of Christchurch stations is around 610 which increases to around 4,300 if connecting bus services were utilised in Christchurch.

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