Dissertations / Theses on the topic '270102 Air passenger transport'

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.

This thesis intends to analyze and clarify the relevant market within air passenger transport. Further the thesis intends to investigate if there is any difference in air passenger transport in accordance to more general business. The definition of the relevant market is an essential step in order to establish a breach under European competition law. The relevant market includes the relevant product market and the relevant geographic market. The fundamental issue in the relevant product market is whether products are considered to be substitutable and can constitute the same market. The Commission has set a notice which includes methods and criterias and serves as guidelines to courts and companies to define the relevant market. The notice is however not binding for courts. The CJ have developed implementation of the criterias which it tends to refer to even if it is a different branch, however a case-by-case based definition is needed. The definition of the relevant market is based on three main criterias: demand substitutability, supply substitutability and potential competition. Even though the supply substitutability seems not be implemented in a further extension in more general branches, it seems to be of greater importance when defining the relevant market within air passenger transport. The air passenger transport has also established a test called base of origin and base of destination which includes an analysis of price, travel frequencies, comfort of the journey, transfer time to terminals and differences in the qualities and quantities in airports.  However according to air passenger transport, travel sequences seems to be the criteria that courts focus most on.

The commercial aviation industry is drawing more and more attention from governments, international organizations and industry stakeholders as calls for improved environmental performance escalate and global concern to mitigate the production of greenhouse gas (GHG) emissions increases. International demand for commercial air transport is projected to steadily grow at a rate of 4.8% through 2036, which raises concern that emissions production will outpace related technological advancement. Additionally, aviation contributions of anthropogenic derived GHGs are already significant at an estimated 2% of global totals. To appropriately manage these issues, decision makers must consider the life cycle inventory of environmental impacts produced from various transport modes to design policies that effectively benchmark technologies and address environmental objectives. Unfortunately, it is often the case that tailpipe emissions act as the only indicators for entire system performance, which neglects necessary requirements of capital goods, supply chain services, infrastructure and vehicle manufacturing. The intention of this thesis is to assess environmental impacts of passenger air transport using a life cycle framework to provide a more comprehensive understanding of total environmental impacts. Using three different aircraft flight scenarios, total passenger, vehicle and vehicle lifetime impacts are modeled on a per kilometer basis. Results show that non-tailpipe GHG impacts are significant and constitute between 16-21% of the total. Findings demonstrate that shorter flights create the largest emissions per passenger kilometer travel due to the energy requirement of the landing and take-off cycle. Vehicle and vehicle lifetime perspectives facilitate an overall understanding of net environmental costs as a result of demand for transport services thus providing a more holistic representation of transport impacts. Individual life cycle phases are examined and results for non-GHG related impacts are also reported.

The increasing scale of, and demand for, civil air transport has necessitated ever greater numbers of passengers and staff travelling to and from airports. At airports worldwide, private vehicles represent the vast majority of these surface access journeys and this has led to severe problems of traffic congestion and raised levels of air pollution. Consequently, UK and international airports are re-evaluating their approach to surface access mode choice and considering how to reduce the reliance on private vehicles. Despite improvements in public transport links at some airports, in the UK it is currently estimated that around 65% of surface access trips at large airports are undertaken in private cars, with this figure being as high as 99% at smaller regional or secondary airports. The problems associated with high private vehicle use are likely to become even more acute in the future given the forecasted growth in demand for UK air travel. Surface access is a complex airport management issue as decision makers must balance the often competing requirements and demands of different user groups with the wider commercial and environmental goals of the airport. Passengers pose a particular problem due to the large number of trips generated, and the wide range of factors affecting their travel. Passengers are also important because they represent the airport s primary customers. The aim of the thesis is to examine passenger surface access travel behaviour in order to make recommendations for reducing private vehicle use. The research adopts a social psychological approach, employing two theories of attitude-behaviour relations, the Norm-Activation Theory and the Theory of Planned Behaviour, in order to identify groups of passengers with the potential to reduce their private vehicle use. Research methods employed to fulfil the aim include interviews with surface access managers at UK airports and a questionnaire survey of passengers at Manchester Airport, an international airport in the North-West of England. It is found that passenger mode choice decisions are motivated primarily by considerations of self-interest, as posited in the Theory of Planned Behaviour, rather than normative or moral elements, as proposed by the Norm-Activation Theory. As well as attitudes, passengers are also found to vary considerably in terms of their specific personal, situational and spatial characteristics. For example, passengers using public transport are likely to be travelling alone from areas further from the airport and flying without checked-in luggage. Using this combined attitudinal, situational and spatial information, eight distinct passenger groups are then identified. Two of these groups, described as the Public Transport Advocates and the Pessimistic Lift Seekers, are found to have the greatest potential to reduce their private vehicle use. Overall, it is important that strategies targeted at reducing private vehicle use and encouraging public transport use address both the physical and perceived barriers preventing behavioural change. Furthermore, while airport managers tend to favour implementing so called soft incentive measures for encouraging modal shift as opposed to more draconian measures, in the future it is likely that decision makers will increasingly need to find ways of implementing the latter in a fashion that is both effective and acceptable to airport users.

International air transport has been one of the most highly regulated and restrictive industries in the world, governed by bilateral air services agreements (BASAs). More recently progressive liberalisation, through the gradual removal of regulatory restrictions, has taken place in major air markets of the world. In Africa, more than a decade ago, African leaders agreed to liberalise the intra-African aviation market through the Yamoussoukro Decision (YD) of 2000 but its full potential across the Continent has not yet been realised. Many studies worldwide have been done on air liberalisation and its impact on air traffic flows but very few include Africa. This study focuses on the impact on air passenger traffic flows of South Africa’s aviation policy in Africa by investigating the link between South Africa’s aviation policy, as reflected in the design of its BASAs, and air passenger traffic flows over an 11 year period (2000 to 2010). A mixed research methodology was followed. Qualitatively, a two-round Delphi technique was employed to determine the views of aviation experts from academia, the public and private sectors, on features of BASAs, as well as those unrelated to BASAs, that have an influence on air passenger traffic flows between country-pairs in Africa. Twenty-five BASA features and 48 non-BASA factors were identified from which a conceptual framework was formulated. The quantitative phase aimed at estimating and statistically quantifying the impact of the degree of restrictiveness or liberalisation of the respective BASAs, as measured by four variants of the Air Liberalisation Index (ALI): STD, 5th+, DES+ and OWN+. It also aimed at identifying which specific provisions of BASAs had the most significant impact on air passenger traffic flows. A fixed one-way panel regression technique was applied to the selected 11 year panel data set of 42 African countries, representing five markets: intra- African; the SADC; West African; East African and North African. A number of other predictors were also identified which meant that the impact of the aviation policy on air passenger traffic flows could not be tested in isolation: the degree of liberalisation of the policy as measured by the ALI; the number of years BASAs have been in place; GDP; the presence of a low-income country; the magnitude of services trade flows; and population size. The simultaneous impact of the six predictors was tested in each of the five markets with the various markets showing different predictors as being statistically significant. In the intra-African and SADC regional markets these were Trade, ALI and GDP; in the East African market Low Income, Trade, ALI and Population but in the North African market only GDP. Where the impact of the aviation policy was found to be significant, individual provisions such as fifth freedom traffic rights, capacity, designation and cooperative arrangements were tested for their impact on air passenger traffic over two time periods: 2000 – 2010 and 2006 – 2010. These also proved to be significantly different for the various regions. The results of this research provide new insights into the relationship between air passenger traffic flows and aviation policy in the South African – intra-African and regional contexts. The research technique used in the South African – intra-African market expands on the established cross-sectional 2005 QUASAR database, laying a foundation for similar studies in other regions where impact of policy over time can be established.
Thesis (DCom)--University of Pretoria, 2012.
Tourism Management
unrestricted

L'aplicació de la informació legal rellevant per resoldre les queixes i disputes és un desafiament comú per a tots els professionals de la justícia i llecs. No obstant això, l'anàlisi del concepte de rellevància en si ha atret fins al moment només una atenció esporàdica. Aquesta tesi ofereix ajuda per a comprendre els components de queixes, definint la informació legal pertinent, i fent ús d'ontologies computacionals i patrons de disseny per a representar aquest coneixement rellevant d'una manera explícita i estructurada. En aquest treball s'utilitza com un estudi de cas una situació real dels conflictes de consum en el domini de passatgers de transport aeri. Dos artefactes van ser construïts: dues ontologies i un patró de disseny. Una des ontologies recull la pertinent informació legal en disputes de consum, i l'altra és la seva especialització, aplicada al transport aeri de passatgers. El patró de disseny d'ontologies cobreix la demanda de patrons de disseny proposat per conceptualitzar les queixes. Per tal de demostrar la capacitat de les ontologies per servir com una base de coneixements per a un programa d'ordinador que proporciona informació legal corresponent, es va desenvolupar una aplicació demostrativa.
In order to understand and position the thesis's contribution to knowledge representation, a reference to design-science research (DSR) is made, in particular, to the knowledge contribution framework [Gregor, Hevner, 2013]. It is composed of four quadrants which are defined and analysed below, depending on the problem maturity and solution maturity of a research contribution (Fig. 7.1). According tothis DSR framework, the research contributions can be defined as the following: (i) Invention quadrant result in novel solutions (artifacts or inventions) addressing new problems; (ii) Improvement quadrant’s goal is to create new solutions (in the form of more efficient products, processes, services, technologies) to known problems. Researchers therefore must contend with a known contextual application for which previous artifacts either do not exist or are suboptimal; (iii) Exaptation quadrant refers to the expropriation of design knowledge in one field to solve new problems in another field. When artifacts required in a field are not available or are suboptimal, effective artifacts may exist in related problem areas that may be adapted, extended, refined or, more accurately, exapted to the new contextual problem; (iv) Routine design occurs when existing knowledge for the problem area is well understood and when existing artifacts are used to address the opportunity or question. Existing knowledge is applied in familiar problem areas in a routine way.

Master of Science
Department of Mechanical and Nuclear Engineering
Mohammad H. Hosni
Byron W. Jones
With the increasing number of passengers traveling on commercial aircraft, it is important to mitigate the possibility of diseases and contaminants spreading throughout aircraft cabins and becoming harmful to the health of passengers. The ventilation system on a Boeing 767 aircraft is designed to create lateral flow to isolate contaminants to a single row of the cabin and remove the harmful air quickly. There are many variables that can influence the airflow patterns inside the cabin. The thermal plumes created by occupants are one of the variables investigated in this experimentation. Another special case investigated is the transport of gases in the cabin when the ventilation air is eliminated. Experimentation is performed in a mock-up Boeing 767 cabin. The mock-up enclosure consists of 11 rows and 7 columns of seats in each row. Ventilation apparatus, seating, and cabin dimensions used for testing are all representative of an actual aircraft. Thermal manikins are placed in the cabin seats to simulate the heat load from a seated person. A mixture of carbon dioxide (CO²) and helium (He) is injected into the cabin as a tracer gas to simulate the release of contaminants. The CO² concentration is measured by analyzers placed at the cabin inlet, exhaust, and seat of interest. The tracer gas can be injected and sampled at any of the 77 seats. In order to determine the effects of passenger density, testing is performed with maximum occupant load and repeated with half of the passenger load. Tracer gas is injected in three locations of the cabin and sampled in 32 seats for each injection seat. The testing revealed a significant effect of passenger load on airflow patterns. To determine the effects of removing the ventilation air, the cabin is supplied with 1400 cfm of outdoor air at 60°F for three hours to bring the cabin to a steady state temperature. Then, the supply air is shut off, and tracer gas is injected into the cabin and the CO² concentration is sampled at 12 locations throughout the cabin. It was found that contaminants are still transported throughout the cabin without the ventilation air.

The economic evaluation of a new airport investment requires the use of estimated future air passenger demand.Today it is well known that air passenger demand is basicly dependent on various socioeconomic factors of the country and the region where the planned airport would serve. This study is focused on estimating the future air passenger demand for planned airports in Turkey where the historical air passsenger data is not available.For these purposses, neural networks and multi-linear regression were used to develop forecasting models. As independent variables,twelve socioeconomic parameters are found to be significant and used in models. The available data for the selected indicators are statistically analysed and it is observed that most of the data is highly volatile, heteroscedastic and show no definite patterns. In order to develop more reliable models, various methods like data transformation, outlier elimination and categorization are applied to the data.Only seven of total twelve indicators are used as the most significant in the regression model whereas in neural network approach the best model is achieved when all the twelve indicators are included. Both models can be used to predict air passenger demand for any future year for Or-Gi and Zafer Airports and future air passenger demand for similar airports. Regression and neural models are tested by using various statistical test methods and it is found that neural network model is superior to regression model for the data used in this study.

This project was a step forward in developing basis that the further focuses on digital communication since it promotes the level of cooperation between different stakeholders in the airport settings thus the delivery of quality and reliable services to the customers. Different studies have also been evaluated to determine the effectiveness of digital communication customer services as well as enhance the operation of airlines through major hubs

Aircraft Cabin Ventilation systems are crucial for not only maintaining a fresh supply of air but also help in proper air distribution control and reducing airborne pathogen contamination. Passenger thermal comfort is of vital importance for a comfortable cabin environment and thus the need to measure environmental parameters such as velocity and temperature stratification for different ventilation systems is paramount.  Experimental setups often lead to investigation uncertainties and limitations of measured data in a mock-up model when compared to a real cabin. This is due to simplifications either made in the geometry or air supply systems and thus a careful comparison of airflow differences due to the simplifications should be considered. Computational Fluid Dynamic (CFD) models of aircraft cabins can provide a virtual solution for a physical phenomenon (in this case, airflow distribution of an aircraft ventilation system) and thus, such simplifications can be studied and comprehended while reducing the cost and time associated with experimental setups. CFD studies, however, do require thorough verification and validation to avoid compromise on accuracy. This study investigates different aircraft cabin ventilation systems using CFD to analyze airflow distribution and its implications on the thermal comfort and contaminant transport in the cabin. The CFD study results are verified by conducting a mesh sensitivity study since there is no experimental investigation to validate against. This master thesis project was performed at Linköping University in the Applied Thermodynamics and Fluid Mechanics division at the Department of Management and Engineering. A generic single-aisle cabin of a regional jet aircraft is modelled and further implemented in a CFD solver to simulate different Aircraft ventilation systems. The aircraft cabin is modelled using the Autodesk Fusion 360 CAD tool and a CFD model is set up in ANSYS FLUENT using a RANS RNG K-epsilon turbulence model with Enhanced wall treatment. Human Manikins are also designed to represent passengers and are included as heat sources to study thermal distribution. The mouth is used to release CO2 to stimulate breathing through respiration. A tracer gas (CO2) used to represent a pathogen which is discharged from an occupant as a cough or sneeze to study its diffusion path and infection risk. The aircraft cabin is reduced to a cross-section of one row of four seats abreast with a periodic boundary condition which is used to imitate the entire length of the cabin to help reduce meshing as well as computational cost.

Le transport aérien est fondé sur l'utilisation de l'avion pour transporter des passagers entre deux aéroports, et son développement est allé de pair avec l'amélioration continue de l'efficacité et de la sécurité des avions comme moyens de transport. Cependant, si la pandémie liée au COVID-19 nous a appris une leçon, c'est qu'un problème qui touche les passagers du transport aérien peut avoir bien plus de conséquences sur le système dans son ensemble qu'un problème qui concerne les avions. Partant du principe que les passagers sont omniprésents et nécessaires au transport aérien, cette thèse propose de considérer les passagers comme des capteurs du transport aérien, et d'utiliser les données générées par les passagers pour évaluer la performance du transport aérien en quasi temps réel. Ces données générées par les passagers ont également l'avantage d'offrir un moyen d'évaluer les interactions entre les passagers et les autres acteurs du transport aérien, en particulier les aéroports et les compagnies aériennes. Comme le parcours d'un passager commence et se termine au delà des limites d'un aéroport, les données générées par les passagers tout au long de ce parcours peuvent également être utilisées pour évaluer le trajet porte-à-porte complet d'un passager du transport aérien
Air transportation uses planes to transport passengers efficiently between two airports, and its development has been driven by the continuous improvement of planes as a safe and efficient means of transportation. However, if the COVID-19 pandemic has taught the air transportation system one lesson, it's that a problem affecting passengers can be far more detrimental to the air transportation system than a problem affecting planes. Acknowledging the fact that passengers are omnipresent and necessary to the air transportation system, this study proposes to consider passengers as sensors of the air transportation system and harness data generated by passengers to evaluate in near real time the flight-centric metrics traditionally used to evaluate the air transportation system performance. Data generated by passengers have the additional benefit of offering a means of evaluating the interactions between passengers and the other stakeholders of the air transportation system, such as airlines and airports. The journey of a passenger starting and ending beyond the boundaries of airport facilities, the data generated by passengers throughout their journey can also be used to evaluate the full door-to-door journey of a passenger of the air transportation system

Le transport aérien s'est fortement démocratisé ces dernières décennies, la réglementation qui l'accompagne s'est considérablement renforcée. Les sources applicables à la responsabilité du transporteur aérien reposent sur des conventions internationales, des règlements communautaires et des législations internes. Ce travail de recherche montre l'application dynamique des sources et les résultats produits par les différentes combinaisons. L’évolution de la notion de responsabilité ouvre d'autres champs de réflexion à travers une étude combinée des concepts de risque et de sécurité du transporteur aérien à l'égard des passagers. Il s'agit également d'étudier le particularisme du contrat de transport aérien de personnes au regard des nouvelles considérations. Le droit communautaire a insufflé une nouvelle vision au contrat de transport, au point d'assimiler le passager à un consommateur. La responsabilité du transporteur aérien s'apprécie sur le terrain des nouvelles technologies. Aujourd'hui, le passager aérien bénéficie des mesures protectrices du droit de la consommation. L'analyse des postes de responsabilité du transporteur aérien permet de comprendre ce processus d'imbrication des sources, et la variété des solutions jurisprudentielles. Le droit communautaire a instauré une réglementation innovante et pragmatique en phase avec les nouvelles exigences des passagers en matière de retard et d'annulation de vol. L'intérêt est de montrer le rôle important de la jurisprudence communautaire dans l'application cumulative du droit conventionnel et du règlement n°261/2004. Le retard est à dissocier des situations générant du retard; le droit communautaire a élaboré une distinction aboutie entre ces événements. Le retard peut être subi collectivement par les passagers, comme en cas d'annulation de vol, ou les affecter de manière individuelle, comme par exemple en cas de refus d'embarquement. Le droit communautaire a édicté des mesures standardisées d'assistance et d'indemnisation. Il conviendra d'expliquer ces dispositifs et les perfectionnements envisagés par le législateur européen. La responsabilité du transporteur aérien en cas d'accident replace le droit conventionnel au centre de toutes les attentions. L'exclusivité des conventions est plus que jamais réaffirmée par la jurisprudence internationale. Mais cette élévation du droit conventionnel est mise à mal par la pratique de certains tribunaux, qui n'hésitent pas mettre à l'écart la Convention au profit du droit interne. Le risque de démantèlement du droit conventionnel est tempéré par les différents renvois du droit communautaire et du droit interne à la primauté de la Convention. La responsabilité du transporteur aérien est une responsabilité objective. Elle met fin à toute limitation financière en cas de lésion corporelle ou de décès du passager. L'absence de définition de la notion d'accident suscite toujours autant d'interrogation. En matière d'accident, le droit conventionnel opère un renvoi implicite au droit interne pour la détermination des postes de préjudices. Dans le cadre de la complémentarité des sources, il est important d'avoir une approche combinée du droit interne français, qui consacre le principe de réparation intégrale et l'application du droit conventionnel. Le passager aérien voyage avec ses effets personnels. Le droit conventionnel a instauré des régimes de responsabilité différents en fonction de la destination du bagage. L'apport du droit communautaire est minimaliste en matière de bagages, mais la jurisprudence de la CJUE a permis une interprétation renouvelée de la réparation due pour les dommages aux bagages. L'étude de cette responsabilité nous conduira à souligner l'importance des réglementations de l'IATA et des conditions générales de transport qui viennent combler les lacunes du droit communautaire et conventionnel, peu intéressés par cette partie de la responsabilité du transporteur aérien. (...)
In recent decades, air transport has been greatly democratized, the regulations has increased significantly. The applicable sources for the air carrier liability are based on international conventions, EU regulations and domestic legislations. This research points dynamic application of the sources and the results produced by different combinations. The evolution of the responsibility concept starts other fields of thought through a combined study of the concepts of risk and safety of air carrier towards passengers. It's also studying the particularism of the carriage contract by air of persons under new regards. EU law has brought a new vision of the carriage contract to the point that it assimilates the passenger to a consumer. The liability of the air carrier also values the new technologies field. Today, air passenger benefits from protective measures of consumer law. The damage analysis helps to understand this nesting process sources, and the diversity of cases law. EU law has set up an innovative and pragmatic regulation in line with new requirements on passenger delays and flight cancellations. The purpose is showing the important role of EU law in the cumulative application of treaty law and of Regulation No 261/2004. The general notion of delay has to be dissociated from ordinary situations generating delay; EU law has drawn a distinction between these events. The delay may be experienced collectively by the passengers, as in case of flight cancellation or individually as in case of denied boarding. EU law enacted standardized measures of assistance and compensation. These mechanisms should be explained such as the improvements proposed by the European legislator. In case of accidents the air carrier liability puts the Convention at the center of attention. Exclusivity agreements are more than ever reasserted by international jurisprudence. However this elevation of treaty law is undermined by some courts practices, which do not hesitate to put aside the Convention to the benefit of the domestic law. Dismantling risk of conventional law is softened by the different references of EU law and domestic law to the primacy of the Convention. The air carrier's liability is a strict liability. It puts an end to any financial limitations in case of body injury or death of passenger. The lack of definition of accident concept continues to raise many questions. For accidents, treaty law carries out an implicit reference to domestic law in order to determine the positions damages. As part of the complementarity of sources, it is important to have a combined approach of French domestic law, which enshrines the principle of full compensation, and the enforcement of treaty law. Air passenger travels with his personal effects. Treaty law has introduced different liability regimes depending on luggage destination. The provision of EU law is minimalist in terms of luggage, but the CJUE cases law allowed a renewed interpretation of the compensation for luggage damages. The study of this liability will lead us to stress the importance of IATA regulations and general terms of carriage which fill in the gaps in EU and treaty law, not interested in this part of the air carrier's liability. The Convention has established options of competence which lead to a multitude of courts. The advent of fifth option of competence is part of a consumerist approach of treaty/conventionnal law. More ground of jurisdiction are, more important is the practice of forum shopping. Jurisdiction rules have been enacted by the jurisprudence as mandatory. The introduction of standardized measures of assistance and compensation by EU law highlighted the purview of exclusive nature of the jurisdiction rules. A liability action of victims in case of aircraft accidents or their heirs before the U.S. courts is likely to result in a forum non conveniens. A survey of American and French jurisprudence is needed to measure the extent of this phenomenon. (...)

De 1987 à 1997, le transport aérien intra-européen a connu un bouleversement institutionnel sans précé-dent avec sa libéralisation, c’est-à-dire le passage d’un environnement très régulé et contraint par les États à un environnement libéral. Au terme de ce processus, toute compagnie communautaire peut opérer n’importe quel vol intra-communautaire et les aides d’État sont interdites, obligeant les compagnies à être financière-ment rentables. La liberté d’accès au marché et l’impératif de rentabilité sont de nature à faire évoluer la géographie des réseaux et donc la desserte des ré-gions européennes par le biais de différentes dynami-ques (développement ou rationalisation des compagnies préexistantes, émergence de nouvelles compagnies, faillites, réorganisation des services publics,…).

La libéralisation du ciel européen a effectivement conduit à soumettre l’essentiel de l’offre intra-européenne aux « lois du marché », les services publics étant devenus résiduels (moins de 5% des sièges intra-européens). Pour autant, la concurrence à l’échelle des lignes n’est pas devenue la norme. Elle a certes aug-menté, en particulier sur des grandes lignes domesti-ques jadis très protégées, sur les principales lignes européennes entre régions métropolitaines et sur les lignes nord – sud à vocation touristique. Cependant, le développement de nombreuses nouvelles lignes exploi-tées par une seule compagnie a paradoxalement aug-menté le nombre et la part des monopoles de fait. De nombreuses concurrences n’ont lieu qu’indirectement, soit au travers de filiales étrangères (par exemple Spa-nair appartenant à SAS), soit par des compagnies low-cost opérant depuis des aéroports secondaires plus éloignés des grandes agglomérations européennes (par exemple Hahn au lieu de Francfort).

Entre 1991 et 2005, la desserte de l’espace européen libéralisé connaît d’importantes évolutions. D’une part, le volume de l’offre (en sièges) est presque multiplié par deux (+85%, +81% si l’on se limite aux vols intra-européens), soit un taux de croissance annuel moyen de 5,6%. Cette croissance concerne plus l’offre interna-tionale que nationale, qui l’emporte maintenant sur la seconde. D’autre part, la dynamique d’ouverture et de fermeture de lignes est spectaculaire :1308 créations contre 459 disparitions, si bien que le nombre total de lignes a augmenté de moitié et que le réseau européen actuel est un réseau pour moitié renouvelé par rapport à celui de 1991. Cependant, le poids en sièges des lignes héritées est de 8/10. Le réseau européen actuel est donc quantitativement toujours dominé par les relations historiques, qui constituent l’armature de la desserte aérienne européenne.

Les espaces touristiques balnéaires méridionaux ont capté une grande partie de cette croissance (3/10 des nouvelles liaisons, ¼ de l’augmentation générale du nombre de sièges). Si l’on y ajoute le tourisme urbain, on observe très clairement une banalisation du tou-risme aérien.

Une typologie évolutive des réseaux à l’échelle des compagnies a révélé des stratégies différenciées et donc des impacts variés en termes de desserte des territoires. Les grandes compagnies nationales ont généralement fortement développé leur offre tout en la concentrant plus encore sur leurs bases aéroportuaires traditionnelles organisées en hubs. Parfois, un second hub a dû être créé pour contourner des problèmes de saturation (Munich en plus de Francfort) ou mieux coller à la demande (Milan en plus de Rome). Les compagnies classiques ont aussi pris des participations dans des petites compagnies afin de pénétrer plus facilement, et à moindre coût, des marchés étrangers. Ces filiales — et leurs réseaux — ont parfois été converties en opéra-teurs régionaux alimentant les grands hubs. Par ail-leurs, diverses petites compagnies ont pu se développer à l’échelle européenne, sortant souvent de leur cadre national classique. Ces développements se sont tantôt faits au bénéfice des villes « de province » (en particu-lier en Grande-Bretagne), tantôt par concentration sur la capitale (en particulier dans les pays où les villes de province ont peu de poids économique et démographi-que). Enfin, des compagnies charters ont transformé leur offre en offre régulière, la rendant plus ouverte au public, au profit des zones touristiques méridionales qui sont ainsi plus facilement accessibles.

Mais la plus spectaculaire évolution est sans doute le développement des compagnies low-cost. Celles-ci sont responsables de 4/10 de la croissance de l’offre (en sièges) sur la période 1995-2004 ;elles sont aussi mêlées à 3/10 des nouvelles lignes européennes ouver-tes entre 1991 et 2005. Leurs réseaux renforcent les liaisons entre régions métropolitaines et entre celles-ci et les destinations touristiques. En outre, les régions subcentrales leur doivent la moitié de leur desserte et presque toute leur croissance. De nombreux petits aéroports leur doivent l’essentiel, voire la totalité, de leur desserte et de leur croissance, en particulier dans les régions subcentrales et intermédiaires. Ceci a consi-dérablement modifié les rapports entre compagnies et gestionnaires d’aéroports, plaçant ces derniers dans un rapport de forces qui ne leur est pas toujours favorable.

Ces dynamiques viendraient presque faire oublier les décroissances. D’une part, des faillites ont parfois eu un effet négatif marqué sur la desserte des villes, comme nous l’avons en particulier montré pour Bruxelles avec la faillite de la Sabena. D’autre part, les services publics subventionnés semblent être en régression, bien que l’analyse détaillée du cas français montre que la géo-graphie des services publics antérieurs à la libéralisation découlait parfois plus d’exigences politiques locales que de besoins réels.

A l’échelle régionale, l’analyse des évolutions par types économiques régionaux montre qu’au-delà de taux de croissance très variés et malgré toutes les dynamiques étudiées, la répartition de l’offre est demeurée assez constante :il n’y a pas de remise en cause de la hiérar-chisation de l’espace européen. Les régions métropoli-taines continuent en effet à polariser une très grande partie de l’offre et sont toujours les points de passage quasi-obligés pour les vols intercontinentaux. Un niveau en dessous, les régions centrales disposent toujours d’une offe honorable, quoique limitée à l’Europe et ses marges. Les régions subcentrales profitent d’une « décompression » des régions métropolitaines et cen-trales et de la dynamique low-cost. Les capitales des pays ex-communistes connaissent un rattrapage et sont repolarisées par l’Europe occidentale. Les périphéries touristiques connaissent un important développement mais pèsent peu globalement. Les autres périphéries et les espaces intermédiaires tendent à se marginaliser, victimes de trop faibles densités économiques et démo-graphiques et d’une contraction des services publics aériens.

Enfin, si le développement de lignes transversales entre petites villes est une réalité, leur poids est avant tout local. Celles-ci pèsent en effet peu globalement.

Doctorat en sciences, Spécialisation géographie
info:eu-repo/semantics/nonPublished

博士
臺灣大學
土木工程學研究所
96
Air hub can not only stimulate the consistently economical development of the city where the hub is located, but also is the foundation of whole national development. A formation of a large-hub primary city for air passenger transport certainly has an enormous power pushing behind. In addition to the influence of subjective consciousness of the city itself, it also has some advantages to speed this formationt. It is therefore our main purpose to investigate Scalable factors influencing the formation of large-hub primary city for air passenger transport in the United States by using binary logit models. The results show that metropolitan population and Gross Domestic Product are two significant factors that influence the large-hub primary city formation. Tourist resource also is one of the main factors. Finally, updating techniques are carried out to perform the investigation of time and space effects, and measures of transferability are used to judge whether models can be transferred either in time or space. The results show that for temporal transferability, the best method is combined transfer estimation and Bayesian updating. For spatial transferability, the best method is corrected alternative specific constants and the parameter scaling. Be evaluating China potential large-hub primary city for air passenger transport of 2005, the research shows that 6 cities are Shanghai, Beijing, Guangzhou, Shenzhen, Hangzhou and Tienjin. Respectively, the potential large-hub primary city for air passenger transport of 2010, evaluate possible have 10 cities, include Shanghai, Beijing, Guangzhou, Shenzhen, Hangzhou, Tienjin, Chengdu, Nanking, Wuha, and Dalian. The results obtained from this study can provide a reference on how large-hub primary city for air passenger transport is forming.

碩士
中國文化大學
國際企業管理研究所
94
How is the airline in the era of knowledge-driven economy, filling an advantage of grasping science and technology, network, management tactics, Decision Support System has indispensable positions. Because customer's relation management prevails in recent years, a great deal of enterprises channel into the tool of relation management as the customer of various kinds of operation systems one after another, with the objectives market, predict the market trend.In view of this, this research plans to rely mainly on airline, set up and regard making policy as aviation passenger traffic Decision Support System of the direction, propose a set of scientific assessment tools, combine the theory and practice, build and construct the way of decision taking accepting the maximization in the camp as direction, make the administrator can obtain the decision which concerned the success or failure to propose before making policy. Use aviation passenger traffic Decision Support System to predict the technology of hiving off that the way and materials prospect, accurate to set objectives guest group, in order to design different marketing tactics and product mix, is it set up to deep plough and on sale throughout the database intactly progressively, go on tactic to analyse to the traveller of Airlines, operation structure, marketing tactics or management style of advising the policymaker to take.

碩士
國立臺灣海洋大學
航運管理學系
102
It is inevitable to encounter service failure when providing service. Therefore, the most important thing is to adopt positive and appropriate strategy on service remediation to pacify unsatisfied customers when providing service. Based on data collected from airline industry, this study aims to discuss the influence of service failure, remedial measure after the occurrence of service failure, and consumers’ emotional variation on air passenger’s reaction behaviors. Based on data collected from questionnaire, the SEM analysis reveals:（1）core service failure and service recovery positively significant affect satisfaction;（2）remedial measure positively significant affects emotional perception;（3）emotional perception positively significant affects behavioral intention; （4） the respondents with different backgrounds.（characteristics） have significant differences in perceived performance of core service failure, remedial measure, emotional perception and behavioral intention. Consequently, what air passengers appreciate when encountering service failure is to know everything about service failure and handling principle of airlines. A positive and appropriate remedial measure can pacify unsatisfied customer, further lead to positive word of mouth and repeat purchasing behavior. Discussions, contributions and implications are provided.

This study attempted to establish the travel behaviours and choice criteria of the South African domestic air passenger and how they differed between low-cost carriers (LCCs) and full-service carriers (FSCs). The study was quantitative and used structured questionnaires to collect data via personal interviews. Descriptive and inferential techniques were used to analyse the data, including a binomial logistic regression to identify predictors of model choice. Analysis This study attempted to establish the travel behaviours and choice criteria of the South African domestic air passenger and how they differed between low-cost carriers (LCCs) and full-service carriers (FSCs). The study was quantitative and used structured questionnaires to collect data via personal interviews. Descriptive and inferential techniques were used to analyse the data, including a binomial logistic regression to identify predictors of model choice. Analysis showed that passengers had a limited understanding of the functioning of the models. This results in consumer perceptions and expectations being discordant with the true differences. In distinguishing between models, LCC passengers rate LCCs more favourably than FSC passengers, but both rate FSCs higher than LCCs. This shows the need of consumers to have the features and services of the FSCs. Amongst the key findings was the absolute importance of price to the passengers on both models when purchasing the ticket. The analysis showed that LCC passengers are highly price sensitive and show loyalty to the lowest price (not airline model). It was apparent that frequent flyer programmes (FFP), or linkages to 3rd party loyalty programmes, for LCCs need to be reconsidered. Younger LCC passengers especially, indicated a need for a simple FFP to receive some form of ‘reward’, as well as benefits traditionally only offered by FSCs. FSC passengers show a greater degree of loyalty and less fare sensitivity. This provides the FSCs with a degree of fare flexibility and the opportunity to move their loyal, less price-sensitive consumers up the price curve to maximise revenue. It was shown that, in distinguishing themselves from FSCs, it is important that LCCs are perceived as being more affordable than FSCs and are offering a value-for-money service. In essence, LCCs have to defend their positioning by (i) ensuring that their fares are not perceived to be as high as a FSCs and (ii) watching that the FSC fares are not declining to a level where FSCs are perceived as being as cheap as a LCC. For LCCs, brand building strategies around issues other than fare need to be devised, with attention paid to identifying determinant factors.
Business Management
D. Com (Business Management)