Дисертації з теми "270102 Air passenger transport"
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Piera, Alejandro J. "Automation in facilitation of air transport." Thesis, McGill University, 2000. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=33364.
Повний текст джерелаSioulas, Andreas. "The relevant market : From an air passenger perspective." Thesis, Jönköping University, JIBS, Commercial Law, 2010. http://urn.kb.se/resolve?urn=urn:nbn:se:hj:diva-12221.
Повний текст джерелаThis 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.
Lewis, Tyler. "A Life Cycle Assessment of the Passenger Air Transport System Using Three Flight Scenarios." Thesis, Norges teknisk-naturvitenskapelige universitet, Institutt for energi- og prosessteknikk, 2013. http://urn.kb.se/resolve?urn=urn:nbn:no:ntnu:diva-22888.
Повний текст джерелаBudd, Thomas. "An examination of passenger surface access travel behaviour." Thesis, Loughborough University, 2013. https://dspace.lboro.ac.uk/2134/13568.
Повний текст джерелаSurovitskikh, Svetlana. "The relationship between South African aviation policy in Africa and air passenger traffic flows." Thesis, University of Pretoria, 2012. http://hdl.handle.net/2263/30542.
Повний текст джерелаThesis (DCom)--University of Pretoria, 2012.
Tourism Management
unrestricted
Santos, Cristiana. "Ontologies for legal relevance and consumer complaints. A case study in the air transport passenger domain." Doctoral thesis, Universitat Autònoma de Barcelona, 2017. http://hdl.handle.net/10803/461880.
Повний текст джерелаIn 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.
Madden, Michael Levi. "The effects of passenger loading and ventilation air on airflow patterns within an aircraft cabin." Thesis, Kansas State University, 2015. http://hdl.handle.net/2097/19107.
Повний текст джерелаDepartment 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.
Yazici, Riza Onur. "Air Passenger Demand Forecasting For Planned Airports, Case Study: Zafer And Or-gi Airports In Turkey." Master's thesis, METU, 2011. http://etd.lib.metu.edu.tr/upload/12612933/index.pdf.
Повний текст джерелаEl, Samra Rami. "How digital communications impact passenger facilitation at hub airports with particular emphasis on transfer passengers." Thesis, Queensland University of Technology, 2017. https://eprints.qut.edu.au/114099/2/Rami_El_Samra_Thesis.pdf.
Повний текст джерелаNg, Wai-leung Weland, and 伍偉良. "A study of the impact of SARS on air transport demand in Hong Kong: the case of Cathay Pacific Airways." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2004. http://hub.hku.hk/bib/B29831489.
Повний текст джерелаSrinivasan, Venkatesan Logeshkumar, and Abhishek Raina. "CFD Study of Different Aircraft Cabin Ventilation Systems on Thermal Comfort and Airborne Contaminant Transport : A Study on Passenger Thermal Comfort and Indoor Cabin Air Quality." Thesis, Linköpings universitet, Mekanisk värmeteori och strömningslära, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-171892.
Повний текст джерелаMonmousseau, Philippe. "Passengers : customers, actors and sensors of the air transportation system." Thesis, Toulouse 3, 2020. http://www.theses.fr/2020TOU30244.
Повний текст джерелаAir 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
Benboubker-Jebbari, Samira. "Risque, sécurité et responsabilité du transporteur aérien à l'égard de son passager." Thesis, Paris 5, 2014. http://www.theses.fr/2014PA05D004.
Повний текст джерелаIn 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. (...)
Dobruszkes, Frédéric. "Géographie de la libéralisation du transport aérien passagers en Europe." Doctoral thesis, Universite Libre de Bruxelles, 2007. http://hdl.handle.net/2013/ULB-DIPOT:oai:dipot.ulb.ac.be:2013/210715.
Повний текст джерелаLa 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
Kuo, Chung-Wei, and 郭仲偉. "A Study on Forecasting Potential Primary Hub Cities for Air Passenger Transport." Thesis, 2008. http://ndltd.ncl.edu.tw/handle/52833138431792668735.
Повний текст джерела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.
Jia, Liu Kai, and 劉鎧嘉. "A Study on the Applications of Decision Support Systems in Air Passenger Transport." Thesis, 2006. http://ndltd.ncl.edu.tw/handle/70730801749700690804.
Повний текст джерела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.
Chiang, Wen-Yu, and 蔣文育. "The establishment and application of fuzzy market segmentation on air passenger transport market." Thesis, 2005. http://ndltd.ncl.edu.tw/handle/54344967940544558651.
Повний текст джерелаHuang, Shin-Yun, and 黃士芸. "A Study of the Relationship between Service Failure, Service Recovery, Emotional Perceived and Behavioral Intention—Air Passenger Transport Service." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/f55336.
Повний текст джерела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.
Gruber, Douglas S. "Modeling to reduce oil consumption and emissions of greenhouse gases, hydrocarbons, and particulates for the passenger land transport sector of Bangkok." Thesis, 2007. http://hdl.handle.net/10125/20602.
Повний текст джерелаEndo, Nobuaki. "Market transformation, bilateral disputes, and two competing trade regimes an anlysis of the impact of Japnaese industrial policy on U.S.-Japan passenger air transport services between 1985 and 1994 /." 1998. http://catalog.hathitrust.org/api/volumes/oclc/40804929.html.
Повний текст джерелаDiggines, Colin Neville. "A business analysis of the South African domestic commercial air transport market : low-cost carriers and full-service carriers in the context of the business environment and passenger behaviours." Thesis, 2017. http://hdl.handle.net/10500/23853.
Повний текст джерелаBusiness Management
D. Com (Business Management)