Dissertations / Theses on the topic 'International air travel'

This report presents a top-down methodology to forecast annual international flight operations at sixty-six U.S. airports, whose combined operations accounted for 99.8% of the total international passenger flight operations in National Airspace System (NAS) in 2004. The forecast of international flight operations at each airport is derived from the combination of passenger flight operations at the airport to ten World Regions. The regions include: Europe, Asia, Africa, South America, Mexico, Canada, Caribbean and Central America, Middle East, Oceania and U.S. International.

In the forecast, a "top-down" methodology is applied in three steps. In the fist step, individual linear regression models are developed to forecast the total annual international passenger enplanements from the U.S. to each of nine World Regions. The resulting regression models are statistically valid and have parameters that are credible in terms of signs and magnitude. In the second step, the forecasted passenger enplanements are distributed among international airports in the U.S. using individual airport market share factors. The airport market share analysis conducted in this step concludes that the airline business is the critical factor explaining the changes associated with airport market share. In the third and final step, the international passenger enplanements at each airport are converted to flight operations required for transporting the passengers. In this process, average load factor and average seats per aircraft are used.

The model has been integrated into the Transportation Systems Analysis Model (TSAM), a comprehensive intercity transportation planning tool. Through a simple graphic user interface implemented in the TSAM model, the user can test different future scenarios by defining a series of scaling factors for GDP, load factor and average seats per aircraft. The default values for the latter two variables are predefined in the model using 2004 historical data derived from Department of Transportation T100 international segment data.

Master of Science

Doctor of Philosophy
Department of Economics
Philip G. Gayle
This dissertation seeks to answer questions regarding changes in the competitive environment in international air travel markets which has undergone rapid changes since the early 1990s. Specifically, the research in this dissertation examines policies regarding cooperation among airlines in international air travel markets as well as how cooperation affects an airline's product quality. These issues are explored in two essays which comprise my dissertation. The first essay explores the efficacy of a policy known as a carve-out. Airlines wanting to cooperatively set prices for their international air travel service must apply to the relevant authorities for antitrust immunity (ATI). While cooperation may yield benefits, it can also have anti-competitive effects in markets where partners competed prior to receiving ATI. A carve-out policy forbids ATI partners from cooperating in markets policymakers believe will be most harmed by anti-competitive effects. We examine carve-out policy applications to three ATI partner pairings, and find evidence of tacit collusion in carve-out markets in spite of the policy, calling into question whether consumers benefited from application of the policy in the cases studied. The second essay examines the relationship between product quality and airline cooperation. Much of the literature on airline cooperation focuses on the price effects of cooperation. The key contribution of our paper is to empirically examine the product quality effects of airline cooperation. Two common types of cooperation among airlines involve international alliances and antitrust immunity (ATI), where ATI allows for more extensive cooperation. The results suggest that increases in the membership of a carrier's alliance or ATI partners are associated with the carrier's own products having more travel-convenient routing quality. Therefore, a complete welfare evaluation of airline cooperation must account for both price and product quality effects.

Environmental sustainability has grown to become a widely discussed topic in today's society, putting great pressure on companies to limit their climate impact. Still, companies continue to use International Business Air Travel for strategic benefits, in an era where concepts such as “flight shame” are emerging. Hence, the balance of attaining the advantages of IBAT, while simultaneously increasing the focus on Corporate Environmental Sustainability, is a challenge faced by companies today. The main purpose of this study is to investigate how Swedish it-companies work with Corporate Environmental Sustainability in the different strategic phases of International Business Air Travel.

It is within the perception, the reality and the problematic of international air travel that this thesis is situated. It argues that a space has been created for international air travel, which is conceptually and physically demarcated from normative social space, the Transit Zone. The thesis examines four sites constituting the Transit Zone using both political and social theory and the analysis of performance and visual artworks that explore, explain or contest aspects of the sites. The first site is concerned with the construction of nation-state territory, population and legal movement. Its physical expression can be found at the border between the Transit Zone and the nation-state. However, its conceptual reach is much more extensive, appearing in immigration policy, national law, international covenants, data-sharing practices and the creation of a space external to, yet within, the nation-state system. This site creates the Transit Zone’s paradoxical position of being excluded from nation-state territory while simultaneously defining it. The second site is premised on the (in)security of civil aviation and explores the striving towards absolute security, and the unachievability of that goal. This is a reflection of the prevalence of (in)security discourses in contemporary society. The third site is created by corporate interest within the airport terminal and the aeroplane. It is the site of logistics and sales, of the passenger functioning both as an object or unit of movement and as a desiring purchasing subject. The fourth site is constructed through the imagination – it is made up of the ideas, cultural dreams and responses that have accreted around the site of the Transit Zone. These intimate and personal responses transform the Transit Zone from a site of function, profit and government control to a vehicle for the construction and realisation of fears, fantasies and rites of passage. This thesis demonstrates that many contemporary issues infuse and surround the Transit Zone. Immigration, national defence, international politics, logistics, social interaction and cultural fantasy all collide there. It explores the complexity of the Transit Zone’s paradoxical collection of sites and systems, which can not be reduced to one single reading. The Transit Zone has evolved, and continues to do so, in response to government and international demands, legal problems, technological advancements, logistical and commercial needs, and social changes. In doing so, its evolution redefines and articulates contemporary concerns. Additionally the thesis reveals an extensive artistic engagement with the Transit Zone and the contemporary concerns it articulates. Art is used as a designated imaginative space that challenges the established reality and the art works discussed change our understanding of the Transit Zone.

In today’s globalized world, air travel is one of the fastest growing markets. Millions of aircrafts take off and then touch down all around the world each day. This well-synchronized symphony, however, is much more complex than it seems, and communication – language - plays a crucial role during a plane’s journey. Misunderstandings and miscommunications can have disastrous effects, so the adoption of a standard phraseology to be used during flight is a means to overcome language barriers, avoid ambiguous expressions and guarantee a safe and effective operation of an aircraft. Little is known about the interaction that goes on between pilots and air traffic controllers (ATCOs), and even though the language of aviation is English, cockpit communication can be hard to understand for people who are not familiar with this specific language. The scope of this thesis is to examine the origins of this uncommon language, the characteristics and peculiarities of air communication and to shed a little light on this mystery called Aviation English.

This dissertation is a collection of several models to understand airline and passenger dynamics in the National Airspace System (NAS). Agent-based modeling is one of the most widely used modeling simulation-analysis approaches to understanding the dynamic behavior of complex systems. The usefulness of agent-based modeling has been demonstrated by simulating the complex interactions between airlines, travelers, and airports of a small-scale transportation system. Three airlines, one low cost and two network airlines are simulated to examine how each airline behaves over time to maximize their profit margins for a given passenger demand and operation cost structure. Passenger mode choice and itinerary choice sub modules are embedded in the framework to characterize traveler agent's response to the evolved airline schedule. An airport delay model was implemented to estimate the average delay at each airport. The estimated delay fed into the mode choice and itinerary choice models to update the travel time related variables. International passenger demand is a very important component of the air transportation system in the United States. The proportion of international enplanements relative to total enplanements increased from 8% in 1990 to 11% in 2008. Nine linear regression models are developed to forecast the enplanements from the United States to each of nine international regions. The international enplanements from the CONUS to each world region are modeled as a function of GDP and GDP per capita of both the United States and the specific region. A dummy variable is also used to account for the effects of September 11, 2001. The total number of international enplanements is forecast to increase from 74.7 million in 2008 to 184.4 million in 2028. The average annual growth rate is expected to be 4.7%. The European Union – United States Open Skies Agreement, which became effective March 30, 2008. Mathematical models are developed to forecast the effect of EU-US Open Skies Agreement on commercial airline passenger traffic over the North Atlantic Ocean. Nine econometric models were developed to forecast passenger traffic between the United States and nine selected European countries between 2008 through 2020. 68 new nonstop flights between the United States airports and the European airports are predicted by the model in 2020 using the airport pair passenger demand forecast. London, Heathrow is demonstrated as an example for rerouting the excess air travel passengers from one airport to other airports when the airport operational capacity is exceeded. The proportion of international enplanements relative to total enplanements within CONUS increased from 8% in 1990 to 11% in 2008. 51% of the sampled international and U.S. territories passengers served by U.S. carriers had at least one domestic coupon in 2007. The number of DOI passengers through airport-pairs in each of the historical years (1990-2007) is estimated based on the adjusted 100% international itineraries including pure international itineraries plus the non-CONUS itineraries. The total number of DOI enplanements is estimated to grow from 37.3 million in 1990 to 79.4 million in 2007. 193 CONUS airports are estimated to have at least 10,000 DOI enplanements in 2007. The number of DOI enplanements is forecast to grow from 79.4 million in 2007 to 206.2 million in 2030 with average growth rate of 4.2% per year. In recent years, there has been an increasing use of secondary airports both in Europe and the U.S. Regional airports have long been considered as a possible source of relief to reduce airport congestion at the hub airport and to efficiently accommodate future air travel demand. The conditions under which the secondary airports develop in a metropolitan area are examined. Fifteen multi-airport systems including 19 Operational Evolution Plan airports and 25 active secondary airports are identified in the National Airspace System. Diverse trends of traffic distribution among airports in the same metropolitan area are observed. We observed that the number of markets served at the secondary airports is less than that at the primary airport in the same metropolitan area. Most of the secondary airports are currently dominated by the low-cost carriers. The share of seats supplied by the low-cost carriers at the secondary airports has increased during the period 1990-2008. Full service carriers concentrate their service mainly on the primary airport in all the multi-airport systems analyzed. The average seat capacity per aircraft at the secondary airports is higher than that of primary airports in most of the multi-airport systems. The secondary airports mainly serve the domestic O&D passengers.
Ph. D.

Thesis (Ph. D.)--University of Sydney, 2008.
Title from title screen (viewed Apr. 22, 2009) Submitted in fulfilment of the requirements for the degree of Doctor of Philosophy to the Sydney College of the Arts. Includes bibliographical references. Also available in print form.

Le Sénégal fait souvent figure d'exception, au point d'être régulièrement salué pour sa stabilité sociopolitiquepar la communauté internationale désemparée devant les troubles qui agitent le continent africain.Cette image d'Épinal est pourtant loin de rendre compte des difficultés qui touchent la population de ce pays.Derrière le visage d'un pays stable se cache en fin de compte une tout autre réalité qui rappelle combien lepoids de la précarité professionnelle occupe une place singulière dans la vie des Sénégalais, y compris deceux qui participent à l'élaboration de l'action publique branchée au système d'aide. Telle est l'impressionpesante qui se glisse dans les discours des professionnels de l'aide sénégalais impliqués dans un projet degestion intégrée du littoral encouragé par la Banque mondiale dans les années 2000. L'étude de la mise enoeuvre de ce projet fournit un cas d'école qui permet de saisir l'incidence que peut avoir la précaritéprofessionnelle de ces personnes sur le fonctionnement de l'aide-projet qui représente encore aujourd'hui laforme d'aide dominante dans le pays. Plus spécifiquement, elle aide à comprendre pourquoi les normes degestion du littoral colportées dans le cadre de ce projet – qui ne sont d'ailleurs que le reflet de l'écologiedominante – sont mobilisées par ces développeurs sénégalais à travers des discours légitimateurs le plussouvent déconnectés du sens même de ces normes. Tout se passe comme si la professionnalisation heurtéede ces personnes les conduisait à prêter plus attention aux moyens du projet qu'à ses objectifs, et de cettemanière à améliorer leurs conditions de travail et plus largement leur situation socio-économique
Senegal is often looked on as an exception, to the point of being regularly hailed for its socio-politicalstability by an international community quite helpless in front of the troubles of African continent. Yet thistraditional view is far from accounting for the difficulties of the population. In fact the image of a stablecountry conceals an altogether different reality which reminds one of how precarity, and more particularlywork precarity, plays an important part in the lives of the Senegalese, including those who take part in thedevelopment of the public action financed by aid agencies. Such is the impression felt in the speeches ofSenegalese aid workers involved in a project of coastal zone management promoted by the World Bank inthe 2000s. To study the working out of this project provides an example which helps to understand theconsequences their precarity at work can have on the working of the aid-project – today the main form of aidin this country. More specifically it helps to understand how the standards of coastal zone managementpromoted by the World Bank agents are interpreted by these Senegalese people, and why they are justapprehended in speeches often disconnected from the very purpose of these standards. It seems that theirwork precarity has led them to pay more attention to the means of the project rather than to its ends, seekingthereby to improve their own work conditions and so their socio-economic situation

Plus d’un quart de siècle après la chute du Mur de Berlin, la radicalité des changements politiques et économiques, caractérisés par l’intégration dans l’économie-monde et l’Union européenne, ainsi que par la récente montée du nationalisme, continue à poser des questions quant au devenir de l’espace centre-est européen. Ce contexte amène à appréhender dans ce travail l’effet de ces bouleversements au prisme des villes et de leurs évolutions. Trois forces majeures ayant guidé les transformations en Europe centrale et orientale sont examinées depuis 1989 : l’européanisation, la mondialisation et le changement endogène – relevant des traces du passé. Les dynamiques respectives de ces trois forces sont évaluées au moyen d’une approche interurbaine. Les échanges économiques entre villes centre-est européennes et celles du reste du monde sont examinés au travers de réseaux transnationaux et mondialisés – de transport aérien et de firmes. Ces échanges sont confrontés aux réseaux commerciaux entre pays. Cette thèse contribue à montrer que l’intégration à l’économie-monde s’est accompagnée d’un renforcement des logiques de polarisation divisant l’espace centre-est européen entre le Nord-Ouest et le Sud-Est. Cette intégration en cours, ou plutôt ces différentes « intégrations », ne se sont toutefois pas opérées uniquement au profit des métropoles. En effet, malgré une prédominance de l’européanisation, les liens de l’époque communiste constituent une force économique majeure pour certaines petites et moyennes villes – à l’image de l’entre-deux historique de l’espace centre-est européen
A quarter of century after the fall of the Berlin Wall, radical political and economic changes, integration into the world economy and the European Union, and the recent reinforcement of nationalism are still persistent subjects of debate with regards to the future of Central and Eastern Europe. This thesis examines three major transformative forces in Central and Eastern Europe since 1989 at city-level: europeanisation, globalization and endogenous changes – related to path dependence effects. The dynamics of these three forces are analyzed by looking at the evolution of economic exchanges of CEE cities with other worldwide cities in the context of transnational and globalized networks – air traffic and firms. They are confronted with trade networks at country level. This dissertation illustrates that integration into the world-economy has deepened polarization in Central and Eastern Europe between the Nord-West and the South-West. This integration process or different types of integration are not only a matter for big cities and metropolises. In spite of the predominance of europeanisation, links from the communist period continue to be a major economic force, especially for small and medium-sized cities, reflecting the historical in-between situation of Central and Eastern Europe
Ćwierć wieku później, radykalne zmiany polityczne i gospodarcze po upadku Muru Berlińskiego, integracja z gospodarką światową, przystąpienie do Unii Europejskiej oraz nasilające się tendencje nacjonalistyczne są wciąż bieżącymi tematami w dyskusji o przyszłości Europy Środkowo-Wschodniej. W tym kontekście, dysertacja proponuje analizę zmian systemowych, które dokonały się w regionie na poziomie miast. Przedmiotem badania są trzy procesy towarzyszące transformacjom po 1989: europeizacja, globalizacja oraz przemiany w regionie uwarunkowane relacjami z przeszłości. Dynamika wymienionych trzech procesów zostanie zbadana w odniesieniu do wymian ekonomicznych między miastami Europy Środkowo-Wschodniej a innymi miastami Europy i świata w sferze międzynarodowych powiązań lotniczych i firmowych, porównanych z siecią handlową ukształtowaną między państwami regionu. Wnioski badawcze wykazują, że w rezultacie integracji z gospodarką światową pogłębia się polaryzacja przestrzeni Europy Środkowo-Wschodniej w układzie północny zachód i południowy wschód. Różnorodność typów integracji odnosi się nie tylko do metropolii i dużych miast. Wobec dominującej siły europeizacji, powiązania z miastami z czasów komunistycznych są nadal ważnym aspektem funkcjonowania miast małych i średnich, ilustrując zarazem historyczną sytuację entre-deux Europy Środkowo-Wschodniej

碩士
逢甲大學
交通工程與管理所
96
The purpose of the research is to identify international airline passengers’ potential segments and preferences toward air carriers. The methodologies include the stated preference method and latent class model that examined airline passengers’ choice of international air carriers. The stated preference experiments were designed based on eight service attributes of airlines (i.e., airfare, flight schedule, flight frequency, on-time performance, ground services, food service on board, staff’s attitude, and in-flight services). Preferences for airlines consist of carrier name and service performance, and a membership function that segments the passengers in terms of demographics and individual trip characteristics. The paper collected empirical data from international airline passengers who have flown from Taipei to Tokyo and Hong Kong. The results of the carrier choice model confirmed that the important determinants affecting carrier choice comprise service attributes of airlines. Segment membership differentiates passengers by demographics and trip characteristics also adequately capture the heterogeneity in travelers’ preferences. The proposed model statistically outperformed the latent class model without incorporating the membership function. The findings offer valuable insights for international air carriers to develop marketing strategies.

碩士
國立交通大學
運輸科技與管理學系
94
Air transport industry in Asia grows rapidly in the past decade. In Taiwan, the number of outbound travelers in 2005 is almost 1.5 times more than that in 1996, with an average of 4.13% growth rate. GDP in 2005 is 1.45 times more than 1996, and indicates that Taiwan people afford more the expense for oversea travel, and emphasize more on the quality of life. From past data about travel and tourism, increase in real income doesn’t response immediately to travel demand, and there exists time lag. After SARS in 2003 or opening relative visit on the mainland in 1988, outbound travel demand has huge fluctuations, which demand even lasted in the following few years. Past studies in tourists’ discrete travel choice model seldom concern variables affecting individual decision in dynamic concept. This study aims to investigate the effect of time factor on international air travel tourism demand. This study constructs an intertemporal travel choice model, in which utility functions are composed of two main factors: individuals’ ability to travel, including money and time, and external environment factor. To explore the impact of past travel experiment and future expected travel on current choice, this study divides time preferences into those for past travel and for future travel, and uses time preference to convert utility in each periods into current period. In utility function, travel budget is affected by travel decisions made in pervious period, and external environment factor and time constraint are also different in each period. This study assumes individual aims on maximizing the aggregated utility, with various discounts on different periods subject to budget and time constraints. Furthermore, the optimal timing for travel in future period is obtained by a recursive method. In parameter calibration, this study design questionnaire and obtains the data about individual character and preference in outbound travel. The study further uses the real number of outbound travelers and income data in Taiwan in the past decade to estimate external environment factor. And take some international tour routes for example to illustrate the application of the model. Furthermore, the study analyze the differences on outbound travel choice probability among different income individuals, and take the example of SARS in 2003, to show the effect of external environmental factor on the optimal timing for outbound travel. The results show that travel budget, off-days, travel expenditure and travel duration in the utility function significantly affect individual travel demand. With regard to time preference, the effect of excepted travel in future on the current travel decision is smaller than that of past travel experience. The results also show past travel experiments will influence the current travel decision up to four years; however, for future expected travel behavior, it is merely two years

碩士
國立交通大學
交通運輸研究所
92
In the airline industry, knowing passenger demand is an important task for all kinds of planning and operation. For examples, the arrangement of an air route, the purchasing of planes, the assignment of flight crew, the dispatch of flights, and the operation of revenue management, all need demand information to support right decisions. Accurate demand prediction could be derived from fully analyzing market environment where air travel demand happens, analyzing factors which cause the demand to change, and choosing right forecasting models. On these points of view, this paper focused on the following three dimensions to illustrate international air travel demand: overview of demand modeling, market analysis, and Taipei-Hong Kong passenger demand forecasting. In this paper Neural Network is applied to model Taipei-Hong Kong passenger demand and a progressive way to improve the forecasting accuracy is added. Firstly, the models were developed to probe the feasibility of data multiplication. Secondly, proper socioeconomic variables were examined. Thirdly, the seasonal factor which shows the unique demand pattern of the air route was embedded into models. Finally, the lagging effect of socioeconomic variables was discussed, so that demand forecasting models may ward off the dependency of other variables’ predictions. The results demonstrate that Neural Network model with the progressive way for Taipei-Hong Kong passenger demand was remarkable.

Research Doctorate - Doctor of Philolosphy (PhD)
The researcher undertook a qualitative exploratory case-based study and interviewed 34 business travellers, travel organisers and executives involved in International Business Air Travel (IBAT) from ten organisations in differing industries. The Research Problem, What factors influence the management of International Business Air Travel (IBAT) was addressed and it was found that there are a multitude of factors influencing IBAT management. Some of the most influential factors included the professionalism and job satisfaction of travellers and the achievement of organisational goals including carrying out successful international ventures or operating effectively in international markets. Four Research Questions were designed to address the Research Problem. Research Question 1 asked about the characteristics of business travellers in this study. Research Question 2 asked about what influenced travellers in the management of IBAT, Research Question 3 asked about what influenced organisations in the management of IBAT and Research Question 4 asked about the influence of the IBAT environment. From the research findings several models were developed, including: The Management of IBAT Model - which gives an overall snapshot of the management of IBAT in organisations; The Predominant Influencing Factors in IBAT Management Model - which captures three key areas of influence in IBAT management: traveller, organisation and environment; The Threshold of Tolerance Model – which illustrates the potential point where both organisational goals are most likely to be met and where IBAT is most likely to be well managed for both travellers and organisations. Further, the IBAT Factors Lists were also designed; the lists note potentially influential factors for discussions in organisations on IBAT management.

碩士
國立臺灣海洋大學
航運管理學系
106
Taiwan's geographical features surrounded by the sea and the narrow and dense people play a very important role in economic development and international tourism. According to the statistics of the Tourism Bureau of the Ministry of Communications of Taiwan in 2018, the number of people going abroad in 2017 was about 15 million compared with 2016. It can be seen that the demand for international tourism has increased significantly, and travel abroad has become an important leisure for Chinese people. One of the entertainment. 55% of the passengers traveling abroad travel to choose air travel. It can be seen that the importance of air transport to international tourism cannot be ignored. Most of the previous studies have only discussed the key factors for passengers to choose their destinations by sightseeing. However, the related issues of air transportation extension may also affect the choice of destinations. This study combines the factors that may be considered in tourism and international air transport, through questionnaires, in-depth analysis of the main decision-making factors of international air travel passengers to choose tourist destinations, using narrative statistical analysis and single-factor variance analysis to explore key factors and passenger personal conditions The impact, and through the approximate collection theory to find the key attributes affecting passengers' choice of tourism. The results showed that, based on descriptive statistics, when travelers choose the top three tourist destinations importance of factors in order, is: law and order destination, personal leave days, prices. Using one-way analysis of variance found in travelers' personal qualities, including passenger travel options tendencies, as well as the average number of annual fly abroad, the difference between the most influence on the destination of choice to judge the impact of tourism. The use of rough set theory, analysis of key decision-making factor in choosing travel patterns of passengers as follows: ticket prices, airline travel package for a suitable occupation and other travelers.

Doctor of Philosophy (PhD)
It is within the perception, the reality and the problematic of international air travel that this thesis is situated. It argues that a space has been created for international air travel, which is conceptually and physically demarcated from normative social space, the Transit Zone. The thesis examines four sites constituting the Transit Zone using both political and social theory and the analysis of performance and visual artworks that explore, explain or contest aspects of the sites. The first site is concerned with the construction of nation-state territory, population and legal movement. Its physical expression can be found at the border between the Transit Zone and the nation-state. However, its conceptual reach is much more extensive, appearing in immigration policy, national law, international covenants, data-sharing practices and the creation of a space external to, yet within, the nation-state system. This site creates the Transit Zone’s paradoxical position of being excluded from nation-state territory while simultaneously defining it. The second site is premised on the (in)security of civil aviation and explores the striving towards absolute security, and the unachievability of that goal. This is a reflection of the prevalence of (in)security discourses in contemporary society. The third site is created by corporate interest within the airport terminal and the aeroplane. It is the site of logistics and sales, of the passenger functioning both as an object or unit of movement and as a desiring purchasing subject. The fourth site is constructed through the imagination – it is made up of the ideas, cultural dreams and responses that have accreted around the site of the Transit Zone. These intimate and personal responses transform the Transit Zone from a site of function, profit and government control to a vehicle for the construction and realisation of fears, fantasies and rites of passage. This thesis demonstrates that many contemporary issues infuse and surround the Transit Zone. Immigration, national defence, international politics, logistics, social interaction and cultural fantasy all collide there. It explores the complexity of the Transit Zone’s paradoxical collection of sites and systems, which can not be reduced to one single reading. The Transit Zone has evolved, and continues to do so, in response to government and international demands, legal problems, technological advancements, logistical and commercial needs, and social changes. In doing so, its evolution redefines and articulates contemporary concerns. Additionally the thesis reveals an extensive artistic engagement with the Transit Zone and the contemporary concerns it articulates. Art is used as a designated imaginative space that challenges the established reality and the art works discussed change our understanding of the Transit Zone.

碩士
南華大學
亞洲太平洋研究所
88
A Study of the Effective Negotiation Process─With the Cases of Environment, Air-transportation and International Trades Student: Lee Ying-lung Advisor: Dr. Fuh Duu-Cheng Institute of Asia-Pacific Studies Nan Hua University We often have to negotiate with people in our daily life, but we seldom take care seriously in each case. Sometimes the issue we negotiated is a big deal, but most of the times it’s only a small one. No matter how much the price is, we have to deal with people to get things done. Many negotiation methods have been studied, while the effective negotiation process was never talk about. Since “time is money”, so if the negotiation process takes too long, the deal will cost more. For this reason, the negotiation process needs further studies. By the way discussed in the negotiation definition, this thesis focus on the negotiation process. In the study, we first differentiate effective negotiation from common negotiation, and then find the factors that can shorten the negotiation process. From the case studies, we have concluded nine suggestions that can make the negotiation process short. The suggestions include negotiation range, negotiation position, elasticity, timing, etc. The research also proposes six advise for the negotiators. Key word: negotiation, negotiation process, WTO, environment negotiation, air-transportation negotiation.

La présente thèse porte sur les acteurs au sein des organisations non gouvernementales locales (ONG) qui, dans la configuration actuelle de l’aide internationale au développement, jouent un rôle de relais ou d’intermédiaires entre donateurs internationaux et populations bénéficiaires en Afrique subsaharienne. En analysant les trajectoires professionnelles de 32 femmes et hommes « leaders » dans des ONG de Cotonou (Bénin) et de Lomé (Togo), la thèse se propose d’appréhender les processus sociaux à travers lesquels ces individus deviennent intermédiaires dans les activités de développement. La recherche s’inscrit dans une approche théorique construite à la rencontre entre la perspective orientée vers l’acteur en socioanthropologie du développement, la sociologie de l’individuation et le paradigme des parcours de vie. La thèse prend également une posture comparative en contrastant, d’une part, les trajectoires professionnelles des intermédiaires du Bénin et du Togo, deux pays ayant connu entre les années 1990 et début 2000 des « destinées » opposées en ce qui a trait à leurs rapports avec les bailleurs de fonds étrangers. D’autre part, l’analyse compare deux générations d’intermédiaires et contraste l’expérience des intermédiaires féminins et masculins. L’analyse montre qu’en premier lieu, les conférences nationales en 1990 au Bénin et en 1991 au Togo ont constitué un tournant important dans les trajectoires professionnelles des intermédiaires dans les deux pays, créant subséquemment, d’un côté, un contexte favorable aux intermédiaires du Bénin, et de l’autre, un environnement délétère pour ceux du Togo. Toutefois, au cours des dix dernières années, ces différences de conditions de travail se sont beaucoup atténuées et les défis relevés par les intermédiaires dans les deux pays sont à nouveau similaires; les contextes actuels sont caractérisés par un soutien étatique au minima, un champ d’activités très concurrentiel et politisé, une professionnalisation du champ, et une forte dépendance vis-à-vis des bailleurs de fonds extérieurs. En second lieu, l’analyse des récits de vie a permis de ressortir quatre types de profils des intermédiaires au moment où ils intègrent le champ des ONG : les « reconvertis », les « nouveaux diplômés des années 1990 », les « carriéristes », et les « activistes ». La comparaison générationnelle suggère en outre que les deux premiers types décrivent mieux les intermédiaires ayant commencé leurs activités avant les années 2000, alors que les « carriéristes » sont pour l’essentiel des intermédiaires de la jeune génération qui intègre le domaine de l’intermédiation après 2000. Aussi, la recherche montre que pour entrer, mais surtout « durer », dans le champ des ONG ces individus utilisent divers réseaux politiques et associatifs et savent « manœuvrer », notamment en choisissant une « thématique porteuse », en veillant à maintenir une constante « visibilité » ou en ayant recours à des formations continues pour acquérir ou consolider des compétences recherchées par les bailleurs de fonds. Par ailleurs, l’analyse des trajectoires professionnelles féminines a révélé qu’alors que le poids des responsabilités familiales a fait que les « pionnières » de l’intermédiation sont entrées de façon tardive dans une profession dominée par les hommes, et se sont toutes focalisées sur des thématiques liées directement aux droits des femmes, les parcours de leurs cadettes sont bien différents. Ces dernières ne travaillent pas dans le traditionnel domaine du « genre », et même si elles reconnaissent aussi leurs difficultés à concilier responsabilités professionnelles et devoir familial, elles ne sont pas prêtes à mettre de côté leur carrière et ont une perception très différente de leurs aînées des rôles genrés au sein de la famille.
This dissertation focuses on individuals in local non-governmental organizations (NGOs) who, in the current configuration of international development, act as relays or intermediaries between international donors and recipient populations in sub-Saharan Africa. By analyzing the careers of 32 female and male "leaders" in NGOs in Cotonou (Benin) and Lomé (Togo), the dissertation aims to understand the social processes through which these individuals become intermediaries in the development arena. The research mobilizes a theoretical approach that combines the actor-oriented perspective in socio-anthropology of development, the sociology of individuation and the life course paradigm. This thesis also takes a comparative approach, first, by contrasting the careers of development intermediaries from Benin with those from Togo, two countries that experienced in the 1990s and early 2000s opposite fates in terms of their relations with international donors. Also, the analysis compares two generations of intermediaries and contrast the experiences of male and female intermediaries. The analysis shows that, first, the Benin National conference of 1990 and the one in Togo in 1991 were turning points in the careers of intermediaries in both countries, by creating a supportive working environment for intermediaries in Benin, and, on the opposite, a deleterious context for those in Togo. However, over the past decade, these differences in working conditions have dwindled, and the challenges faced by intermediaries in both countries are once again similar; the current contexts are characterized by a limited state support, a very competitive and politicized working environment, a professionalization of the field, and a strong dependence toward external donors. Second, four types of intermediaries’ profiles at the time they enter the NGO sector emerged from the life history analysis: the "converted", the "new graduates of the 1990s," the "careerists" and the "activists". Generational comparison shows that the first two types best describe the intermediaries that started their activities before 2000, while "careerists" are mostly intermediaries from the younger post-2000 generation. The research also shows that in order to enter, and more importantly to "last", in the NGO sector these individuals use various political and associative networks and develop various strategies such as choosing a “fashionable” field of interest, remaining “visible”, and constantly seeking trainings in order to acquire “marketable” expertise. In addition, the analysis of women's professional trajectories revealed that while “pioneers” female intermediaries entered the male dominated NGO sector late in their life due to their familial obligations and all worked in the area of women's rights, the experience of their younger counterparts are quite different. The latter work outside the traditional “gender” arena; and, although they also have difficulties reconciling work and family duties, they are not ready to give up their career, and they have very different perceptions of gender roles within the family than their older counterparts.