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D.Com. / In South Africa ninety percent of scheduled air travellers were transported by South African Airways during 1983/84. The airline operates on all the main routes in South and Southern Africa supported by the private scheduled airlines operating in a feeder/ distribution function to many main centers. Recently the industry has been subjected to a commission of inquiry (Margo Commission) which analysed amongst other the administration and control of civil aviation, the licensing of air services, and the adequacy and efficiency of scheduled and nonscheduled regional and domestic services ...

No description available.

The South African Public Transport System plays an important role in the development of the economy in the country and in the region as a whole. Without an effective and efficient public transport system, the country's economic status would not improve. Classical macroeconomic theory suggests that transport is one of several key preconditions for economic growth. Transport is an industry in itself and employs many people. The Government has developed policies to regulate passenger transport in South Africa and in particular Johannesburg. There are national and provincial regulations that have been enacted by the national and provincial government. These are National Land Transport Transition Act, Gauteng Transport Infrastructure Act, Gauteng Public Passenger Transport Act and Moving South Africa Strategy. It was recognised in MSA that Metropolitan transport is clearly one of areas where crisis is looming. It is more and more difficult to move. Buses have lost clients to taxis. There seems to be consensus that the car is the only right choice for most citizens. The problem highlighted was that the public transport model is not working. Present urban transport strategy is based on short-term optimisation and it ignores the long-term effect of a poor urban transport-land mix. The secondary research seems to suggest that South African passenger bus transport in ineffective and inefficient. The research problem was subsequently stated to show that public transport in Johannesburg in ineffective because bus passenger transport model leads to dissatisfied passengers. Furthermore, the model is ineffective because of the past inequalities that led to poor transport infrastructure. This was found not to be true through primary research. The results showed that passengers were satisfied with the bus passenger transport in the Metropolitan areas of Johannesburg. Furthermore, it was found that indeed the poor infrastructure due to past inequalities has affected passenger transport service delivery. Overall, the passengers were satisfied with the bus transport model applied irrespective of where these passengers lived. It was then concluded that the bus passenger transport is effective. Operators have to be cautious of the fact that it is crucial to adopt a customer-focussed service approach as this will lead to satisfied passengers. The MSA strategy of the department of transport is heading in the right direction. It identifies the need for putting customers first. The strategy proposed a future core transport system that is high volume, high frequency corridors in which public transport will be a priority. Customer's need for improved access and short trip times will be met by having regular feeder services to the high volume corridors, user-friendly transfer facilities, short wait times due to high corridor frequencies and the possibility of differentiated services for customers with specific needs. The passengers transport strategy is moving from commuter-based modal transport to customer-based public transport there will be densification of transport corridors, optimal deployment of modes to meet customer service requirements and improving operators' level performance. / Thesis (M.B.A.)-University of Natal, Durban, 2003.

Airports, as terminals for air transportation, are places for both the movement of passengers and freight. They have a major influence on urban development. The significance of air transportation is often underestimated by civic officials and transportation planners. Functionally, airports are no different from the older and well established rail or port terminals around which most of our contemporary metropolises have developed. An understanding of the nature of present and future air traffic enables the transportation planner to foresee the urban spatial structure and its general relationship to the intercity transportation network. Before the impact of the airport upon the regional urban structure can be ascertained, it is necessary to establish the position and function of the airport within the regional transportation infrastructure. In order to determine this, it is necessary to know the present and future travel movements emanating from it and terminating there. Herein an hypothesis is postulated to determine the relative significance of a set of selected factors upon Vancouver's intercity air travel and ultimately their influence upon its spatial structure. INTERCITY AIR PASSENGER TRAFFIC IS INFLUENCED BY FOUR MAJOR FACTORS: POPULATION, INTERCITY AIR DISTANCE, INTERCITY LINE TIME, AND INTERCITY LINE PRICE. THIS SET OF INDEPENDENT VARIABLES CAN BE POSTULATED IN A MATHIMATICAL MODEL TO ADEQUATELY DESCRIBE AND FORECAST LEVELS OF INTERCITY AIR PASSENGER TRAFFIC. A description and review of current air traffic forecasting methods is continued out in Chapter II. Five methods are-outlined as follows: the market analysis technique, the national income method, the city analysis approach, the econometric model, and the gravity model technique. The gravity model technique is selected for emphasis in this thesis. Chapter II presents in turn a brief history of the evolution of the gravity model as a traffic predicting device. It is shown that the gravity model is a valid predictive device for forecasting the gross- traffic movements between two traffic centres. Chapter III is devoted to a discussion of the significance of the gravity model to air traffic prediction. As generally conceived, the gravity model relates the influence of urban population and interurban distance to intercity air traffic movements. This traditional theory of gravitational interactance has been modified by a number of air transportation researchers. Multiple regression analysis is the primary method of Investigation in each of these studies. By means of regression analysis, the variables, as selected for inclusion in the hypothesis, have been shown to have validity in some United States cities, Certain major assumptions are set out in order that the selected variables can be isolated and studied in the allotted time period. The limitations imposed upon each of the selected variables are outlined in Chapter IV. In Chapter IV linear regression analysis is used to obtain the relative significance of each variable as an air traffic determinant. The validity for inclusion of a variable as a factor of air traffic generation, is determined by the coefficient of correlation for that variable. The coefficients of correlation for the selected variables ranged from 0.76 to 0.85. This would indicate that the selected variables are valid components of the relationship as postulated in the hypothesis. Chapter V outlines the basic method of research used. The main techniques employed include the gravity model and multiple regression analysis. By this analysis in an iterative manner, several valid relationships have been established between air traffic volume and the selected variables. However, while these relationships are considered to be reasonable, their validity is affected by constraints placed on them in time, in space, and in data as is presented-in Chapters V and VI. Prom these relationships, certain conclusions are postulated. Gravity models are useful in examining the relationship between demographic factors, transport factors, and intercity air passenger traffic. Distance proved to be a variably important factor. It appears to influence air traffic in a definite manner which depends upon the population of the study cities. Distance, according to the research, is less of a restrictive factor for travel involving larger cities as is shown in Table 10. As for intercity travel time, there is no doubt that it is an important factor on some routes. In particular, differences in time resulting from different types of equipment may affect a traveller's decision. The apparent friction effect of time/distance for travel among smaller cities may only reflect the fact that slower aircraft are used to serve these small communities. It is possible that the introduction of short haul jet aircraft will minimize this difference. The regression equation developed here can only be used as a predictive device in certain cases, in particular, on routes connecting large population centres. On many routes, the standard deviations are low, and, thus predictions are reasonably accurate. That is, when annual predicted traffic is within 20 percent of actual annual traffic, it is accepted as a good projection. However, the relationships, as established, leave much of the air traffic variability unexplained. Consequently, areas for further study are suggested in the concluding portion of the thesis. The research areas recommended for further study should include several recent developments in intercity common carrier transportation. These technological achievements include: (l) the development of a better short haul aircraft (ie. D.C. 9 or Boeing 737); (2) the provision of jumbo jets by 1970; (3) the introduction of V.T.O.L. and S.T.O.L. services by 1973; (4) the provision of a commercial supersonic vehicle by 1975; and, (5) the inauguration of high speed passenger train services on routes of 100 to 500 miles in length. In Canada and the United States, the degree of success of these new experimental passenger train services places definite limitations on the validity of predicting short haul air traffic over a long time period. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

The purpose of this study is twofold: first, to determine whether the level of passenger fares effective on the North Atlantic routes bears close relationship to the cost of operating these routes; and, second, to test a hypothesis that rate making under the International Air Transport Association regulations on the North Atlantic results in a passenger fare/ cost spread in excess of that existing in the Canadian transcontinental commercial air service. While these objectives are intended to reflect general relationships which have existed for some time in both of these markets, only recent statistics are employed to exemplify them. The 1966 data are used throughout the study supplemented by 1965 and 1967 information where deemed necessary. The assumption is made that the aircraft operating costs, or direct costs, incurred in airline operations on the North Atlantic in 1966 were similar to those experienced in providing the Canadian transcontinental service as the aircraft used (DC-8 category) and the average stage length of the routes were similar in both markets. However, as demonstrated through the study, there are differences in the regulatory and economic conditions between the two markets which might have influenced development of these markets, resulting in different application of pricing principles in each. The cost and performance data for selected types of turbo-jet and turbo-fan powered aircraft operated by U.S. carriers on International/ Territorial routes in 1966 are tabulated and analyzed by individual cost category. The analysis progresses from general grouping to specific types of DC-8 equipment and to cost analysis of Pan American World Airways Inc. flying DC-8 aircraft on Atlantic routes in that year. A comparative analysis is first performed on statistics relating U.S. international and Canadian North Atlantic cost experience in 1966. The second part is concerned with comparison of cost levels between Canadian North Atlantic and transcontinental services. In the final phase, various cost concepts are introduced and the available data grouped according to criteria of direct and indirect costs, out-of-pocket and fully allocated cost categories. The fully allocated costs of the North Atlantic and transcontinental Canadian services are compared with passenger fares effective in each market in 1966. It is concluded that the level of passenger fares effective on the North Atlantic routes in 1966 bore very little relationship to the cost of airline operations in that market in the same year. An example presented in the thesis indicates that one-way economy passenger fare between Montreal and London was set at 140 per cent of fully allocated cost of operating this route, at the average load factor of 60.3 per cent. The cost/fare spread in the North Atlantic services, at 40 per cent over fully allocated cost of operation, is much higher than that experienced in the Canadian transcontinental service, at 15 per cent over fully allocated cost. While the conclusions might be valid for other IATA carriers operating on the North Atlantic, it must be borne in mind that only Canadian and U.S. carriers’ cost and performance data were analyzed in the thesis. / Business, Sauder School of / Graduate

M.Comm. / Metro Rail has to make a thorough study of how to compete and flourish in this dynamic Industry. It has become vital that the company refocuses its efforts to meet or even to exceed its customer's expectations. The overall objectives of this study are the following: To describe the theoretical basis of the different types of macro environmental variables and they're likely impact on the decision making process of a transport user. To discuss the different stages involved in the consumer and buyer decision making process. The ultimate goal is to ensure that the most appropriate strategy guidelines are set to exploit opportunities in the passenger transport industry. To look at how modal integration will enhance the passenger transport industry if adopted.

published_or_final_version / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

Cheuk Man Yuen, Kitty. / Thesis (M.Phil.)--Chinese University of Hong Kong, 1993. / Includes bibliographical references (leaves x-xxiii). / Acknowledgements --- p.i / Abstract --- p.iii / List of Tables --- p.v / List of Figures --- p.viii / Preface --- p.ix / Chapter Chapter One --- Background --- p.1 / Chapter Chapter Two --- Conceptual Framework and Methodologies / Chapter 2.1 --- Literature Review --- p.23 / Chapter 2.2 --- Conceptual Framework --- p.30 / Chapter 2.2.1 --- Selection of Variables --- p.33 / Chapter 2.3 --- Method of Data Collection --- p.36 / Chapter 2.3.1 --- Scope of Samples --- p.37 / Chapter 2.3.2 --- Design of Questionnaire --- p.39 / Chapter 2.3.3 --- Pilot Survey --- p.41 / Chapter 2.3.4 --- Actual Field Work --- p.41 / Chapter 2.3.5 --- The Limitaion of This Study --- p.43 / Chapter 2.3.6 --- Screening Process --- p.43 / Chapter 2.4 --- Method of Data Analysis --- p.44 / Chapter Chapter Three --- Market Regulation and Institutions / Chapter 3.1 --- Evidences of Passenger Mode-Choices Influenced by Regulatory Authorities --- p.55 / Chapter 3.2 --- The Offical Attitude towards the Cross-Border Vehicular Traffic --- p.61 / Chapter 3.3 --- The Means of Regulatory Control on the Cross-Border Traffic --- p.67 / Chapter 3.4 --- The Regulation of Cross-Border Traffic -A Conclusive Summary --- p.79 / Chapter Chapter Four --- The Nature and Characteristics of The Passengers and Their Trips / Chapter 4.1 --- Socio-economic Characteristics of Passengers --- p.85 / Chapter 4.2 --- "Passengers' Trip Purposes, Origins and Destinations" --- p.91 / Chapter 4.3 --- The Characteristics of Cross-Border Trips / Chapter 4.3.1 --- "Number of Transfer, Station Accessibility and Fare" --- p.102 / Chapter 4.3.2 --- "Convenience, Time and Comfort" --- p.119 / Chapter 4.3.3 --- Departure Frequency and Return Trips --- p.127 / Chapter 4.4 --- Immigration Procedures and Check In-Out Time --- p.132 / Chapter Chapter Five --- Trip Direction and Weekday/Weekend Varaiations --- p.135 / Chapter Chapter Six --- Summaries and Discussions / Chapter 6.1 --- Summary --- p.151 / Chapter 6.2 --- Areas for Further Study --- p.154 / Appendices / Appendix I Questionnaire Form --- p.i / Appendix II List of Abbreviations --- p.v / Appendix III List of Interviews Conducted --- p.vi / Appendix IV Kaiser-Meyer-Olkin Measure of Sampling Accuracy --- p.vii / Appendix V Definitation of Some Terms Concerning Discriminant Analysis --- p.viii / Bibliography --- p.x

The air transport industry is at present subject to dramatic traffic growth, which is expected to triple in the next 20 years. The industry must attempt to meet this unavoidable challenge by somehow accommodating the increase in passenger flow. This thesis proposes to examine how automation devices may assist in meeting this challenge by facilitating passenger clearance. They would do so by improving the lengthy, formalistic, and overly-bureaucratic, immigration and customs procedures. A myriad of different legal issues are engaged by these initiatives. Although many of them are mentioned throughout this thesis, the core legal analysis focuses on the challenge to privacy triggered by these endeavours, and the conflicting interests of individuals and industry players. Finally, a proposal to eliminate, or at least to reduce, this conflict is recommended.