Modal choice between air and rail : a social efficiency benchmarking analysis that considers CO2 emissions

The problem of modal choice between rail and air arises as public awareness of carbon dioxide (CO2) emissions by the transportation sector rises. In this paper, we answer this question quantitatively by performing an efficiency benchmarking analysis that takes into account life-cycle CO2 emission due to transport service provision. The paper employs nonparametric efficiency estimation methods, namely a slacks-based inefficiency measure, as well as a more conventional directional distance function approach. We apply them to a panel data set for three major railway companies and the aviation sector in Japan for the period from 1999 to 2007. Results shows that, contrary to the common argument, air transport can still be more socially efficient than rail transport, even when the environmental load due to CO2 emission is incorporated. This is due to the aviation sector's extremely low user cost, measured in terms of in-vehicle time. In other words, aviation is a necessary transportation mode for those with a very high willingness to pay for their time.

Social Security Programs Throughout the World: Asia and the Pacific, 2006

[Excerpt] This second issue in the current four-volume series of Social Security Programs Throughout the World reports on the countries of Asia and the Pacific. The combined findings of this series, which also includes volumes on Europe, Africa, and the Americas, are published at 6-month intervals over a 2-year period. Each volume highlights features of social security programs in the particular region. This guide serves as an overview of programs in all regions. A few political jurisdictions have been excluded because they have no social security system or have issued no information regarding their social security legislation. In the absence of recent information, national programs reported in previous volumes may also be excluded. In this volume on Asia and the Pacific, the data reported are based on laws and regulations in force in July 2006 or on the last date for which information has been received.1 Information for each country on types of social security programs, types of mandatory systems for retirement income, contribution rates, and demographic and other statistics related to social security is shown in Tables 1­4 at the end of the guide. The country summaries show each system's major features. Separate programs in the public sector and specialized funds for such groups as agricultural workers, collective farmers, or the self-employed have not been described in any detail. Benefit arrangements of private employers or individuals are not described in any detail, even though such arrangements may be mandatory in some countries or available as alternatives to statutory programs. The country summaries also do not refer to international social security agreements that may be in force between two or more countries. Those agreements may modify coverage, contributions, and benefit provisions of national laws summarized in the country write-ups. Since the summary format requires brevity, technical terms have been developed that are concise as well as comparable and are applied to all programs. The terminology may therefore differ from national concepts or usage.

An econometric analysis of international air travel demand in Saudi Arabia

Abed, S. Y., Ba-Fail, A. O., & Jasimuddin, S. (2001). An econometric analysis of international air travel demand in Saudi Arabia. Journal of Air Transport Management, 7(3), 143-148 RAE2008

Tanker Mission Implication on a Civil Aerial Refuelling Transport System’s Benefit Evaluation

As the emphasis on initiatives that can improve environmental efficiency while simultaneously maintaining economic viability has escalated in recent years, attention has turned to more radical concepts of operation. In particular, the cruiser–feeder concept has shown potential for a new generation, environmentally friendly, air-transport system to alleviate the growing pressure on the passenger air-transportation network. However, a full evaluation of realizable benefits is needed to determine how the design and operation of potential feeder-aircraft configurations impact on the feasibility of the overall concept. This paper presents an analysis of a cruiser–feeder concept, in which fuel is transferred between the feeder and the cruiser in an aerial-refueling configuration to extend range while reducing cruiser weight, compared against the effects of escalating existing technology levels while retaining the existing passenger levels. Up to 14% fuel-burn and 12% operating-cost savings can be achieved when compared to a similar technology-level aircraft concept without aerial refueling, representing up to 26% in fuel burn and 25% in total operating cost over the existing operational model at today’s standard fleet technology and performance. However, these potential savings are not uniformly distributed across the network, and the system is highly sensitive to the routes serviced, with reductions in revenue-generation potential observed across the network for aerial-refueling operations due to reductions in passenger revenue.

Join The Moment Transitários, S.A: relatório de estágio no departamento de operações

Apresentado ao Instituto de Contabilidade e Administração do Porto para a obtenção do grau de Mestre em Empreendedorismo e Internacionalização, sob orientação da Doutora Maria Clara Pinto Ribeiro

La politique commune des transports aériens de l'Union européenne : compétence partagée ou occupation du terrain?

L’objet de ce travail vise à déterminer si le transport aérien en Europe relève d’une compétence partagée entre l’Union européenne (UE) et les États membres, ou s’il s’agit plutôt d’une occupation du terrain par l’UE dans cette matière ? Ainsi, nous verrons en quoi consiste le cadre règlementaire communautaire portant sur le transport aérien en Europe. Dans un premier temps, nous porterons notre attention sur des aspects généraux entourant l’aviation en Europe, comme par exemple la mise en place d’un marché unique de l’aviation ainsi que les ententes « ciel ouvert ». Puis, dans un second temps nous procéderons à l’analyse du cadre règlementaire spécifique portant sur des aspects tels que l’environnement, les droits des passagers aériens, la sécurité et la sûreté.

Análisis de la viabilidad de Bogotá como sede principal para el Mundial de Fútbol 2026

El pasado Mundial de Fútbol Categoría Sub-20 fue una gran oportunidad que tuvo Colombia para seguir mostrándose a nivel internacional y para mejorar su imagen negativa de ser un país violento. Debido al éxito de este evento, y que estuvo a la altura de los de su tipo, ya que también superó en record de asistencia a los que se habían realizado anteriormente (FIFA.COM, 2011), y sumado a las declaraciones del presidente de la FIFA: "Colombia está preparada para la gran Copa Mundial de FIFA, pero de momento deberá esperar hasta el año 2026, porque las sedes de los años 2014 (Brasil), 2018 (Rusia) y 2022 (Qatar) ya están asignadas" (Semana, 2011); este trabajo pretende analizar con base en los principales indicadores (infraestructuras, movilidad, vías, ciudades, seguridad), si Bogotá podría ser sede principal del mundial de fútbol del 2026. Para lograr el objetivo se tomaron como referencia los diferentes mundiales anteriormente realizados. Se hizo un análisis comparativo entre Johannesburgo (sede principal del Mundial realizado en Suráfrica en el 2010) y Bogotá, en 5 factores que permiten visualizar las fortalezas y debilidades de la capital colombiana para poder ser sede principal de un Mundial. Se presentan conclusiones.

salud financiera y riesgo en los estados financieros de la empresa avianca del sector aeronautico

La globalización y la competitividad como realidad de las empresas, implica que los gerentes preparen a sus empresas de la mejor manera para sobrevivir en este mundo tan inestable y cambiante. El primer paso consta de investigar y medir como se encuentra la empresa en cada uno de sus componentes, tales como recurso humano, mercadeo, logística, operación y por último y más importante las finanzas. El conocimiento de salud financiera y de los riesgos asociados a la actividad de las empresas, les permitirá a los gerentes tomar las decisiones correctas para ser rentables y perdurables en el mundo de los negocios inmerso en la globalización y competitividad. Esta apreciación es pertinente en Avianca S.A. esto teniendo en cuenta su progreso y evolución desde su primer vuelo el 5 de diciembre de 1919 comercial, hasta hoy cuando cotiza en la bolsa de Nueva York. Se realizó un análisis de tipo descriptivo, acompañado de la aplicación de ratios y nomenclaturas, dando lugar a establecer la salud financiera y los riesgos, no solo de Avianca sino también del sector aeronáutico. Como resultado se obtuvo que el sector aeronáutico sea financieramente saludable en el corto plazo, pero en el largo plazo su salud financiera se ve comprometida por los riegos asociados al sector y a la actividad desarrollada.

Air traffic rights : the path to multilateralism

Types of Air ABSTRACT: Transport Trading Agreements - Bilateral - “Open Skies” - Plurilateral - Multilateral

Infraero Aeroportos Brasileiros

A Infraero Brazil Airport Administration - 8 Superintendências Regionais - 67 Aeroportos, (32 Internacionais) - 81 Estações de apoio à Navegação Aérea

An analysis of maritime transport and its costs for the Caribbean

Includes bibliography

Effects of flunixin meglumine administration on physiological and performance responses of transported feeder cattle

The objective was to evaluate the effects of flunixin meglumine administration on physiological and performance responses of transported cattle during feedlot receiving. Forty-five Angus x Hereford steers were ranked by BW on d 0 and assigned to 1 of 3 treatments:1) transport for 1,280 km in a commercial livestock trailer and administration of flunixin meglumine (1.1 mg/kg BW; intravenous) at loading (d 0) and unloading (d 1; FM), 2) transport for 1,280 km in a commercial livestock trailer and administration of 0.9% saline (0.022 mL/kg BW; intravenous) at loading (d 0) and unloading (d 1; TRANS), or 3) no transport and administration of 0.9% saline (0.022 mL/kg BW; intravenous) concurrently with loading (d 0) and unloading (d 1) of FM and TRANS cohorts (CON). Upon arrival and processing for treatment administration on d 1, steers within each treatment were ranked by BW and assigned to 15 feedlot pens (5 pens/treatment, 3 steers/pen). Full BW was recorded before (d -1 and 0) treatment application and at the end of experiment (d 28 and 29) for ADG calculation. Total DMI was evaluated daily from d 1 to 28. Blood samples were collected on d 0 (before treatment administration), 1 (after unloading but before treatment administration), 4, 7, 10, 14, 21, and 28. Body weight shrink from d 0 to 1 was less (P < 0.01) in CON vs. FM and TRANS but similar (P = 0.94) between TRANS and FM. Mean ADG was greater (P <= 0.04) in CON vs. FM and TRANS but similar (P = 0.69) between TRANS and FM. No treatment effects were detected on DMI, but CON had greater G:F vs. TRANS (P = 0.08) and FM (P = 0.02), whereas G:F was similar (P = 0.68) between TRANS and FM. Mean plasma cortisol concentrations tended (P <= 0.09) to be greater in TRANS vs. FM and CON but was similar (P = 0.87) between CON and FM. Plasma NEFA concentrations were greater (P <= 0.02) for TRANS and FM vs. CON on d 1 and greater (P <= 0.04) for FM vs. TRANS and CON on d 4. Plasma ceruloplasmin concentrations were greater (P <= 0.03) for TRANS vs. CON on d 1, 4, and 7, greater (P <= 0.05) for TRANS vs. FM on d 4 and 7, and greater (P <= 0.04) for FM vs. CON on d 1 and 4. Plasma haptoglobin concentrations were greater (P < 0.01) for TRANS vs. CON and FM on d 1 and 4 and greater (P <= 0.05) for FM vs. CON on d 1 and 4. In conclusion, flunixin meglumine reduced the cortisol and acute-phase protein responses elicited by road transport but did not improve receiving performance of feeder cattle.

Food and Nutrition Security - meanings and appropriations from the civil society segment of the National Council for Food and Nutrition Security

The huge transformations that occurred in the last two decades had impacts on the standards of food production and consumption, and determined a wider discussion in Brazil about the theme of food and nutrition security. It has also expanded the scope of it, which now considers nourishing aspects regarding the entire population and not only its most vulnerable segments. This research identified different meanings present in the speech about food and nutrition security, terms incorporated by movements and civil society organizations that were represented at the National Council for Food and Nutrition Security (administration 2004-2007). Thematic appropriation could be observed in the following directions: a) privileging the interaction between thematic fields from both production and consumption spheres; b) strengthening the idea of nutrition as a human right; c) including an ethical goal to the country's development; d) development of an intra and intersectorial perspective; e) identifying the need of dialogic and freeing educational processes.

Can the carbon isotopic composition of methane be reconstructed from multi-site firn air measurements?

Methane is a strong greenhouse gas and large uncertainties exist concerning the future evolution of its atmospheric abundance. Analyzing methane atmospheric mixing and stable isotope ratios in air trapped in polar ice sheets helps in reconstructing the evolution of its sources and sinks in the past. This is important to improve predictions of atmospheric CH4 mixing ratios in the future under the influence of a changing climate. The aim of this study is to assess whether past atmospheric δ13C(CH4) variations can be reliably reconstructed from firn air measurements. Isotope reconstructions obtained with a state of the art firn model from different individual sites show unexpectedly large discrepancies and are mutually inconsistent. We show that small changes in the diffusivity profiles at individual sites lead to strong differences in the firn fractionation, which can explain a large part of these discrepancies. Using slightly modified diffusivities for some sites, and neglecting samples for which the firn fractionation signals are strongest, a combined multi-site inversion can be performed, which returns an isotope reconstruction that is consistent with firn data. However, the isotope trends are lower than what has been concluded from Southern Hemisphere (SH) archived air samples and high-accumulation ice core data. We conclude that with the current datasets and understanding of firn air transport, a high precision reconstruction of δ13C of CH4 from firn air samples is not possible, because reconstructed atmospheric trends over the last 50 yr of 0.3–1.5 ‰ are of the same magnitude as inherent uncertainties in the method, which are the firn fractionation correction (up to ~2 ‰ at individual sites), the Kr isobaric interference (up to ~0.8 ‰, system dependent), inter-laboratory calibration offsets (~0.2 ‰) and uncertainties in past CH4 levels (~0.5 ‰).

Gas transport in firn: multiple-tracer characterisation and model intercomparison for NEEM, Northern Greenland

Air was sampled from the porous firn layer at the NEEM site in Northern Greenland. We use an ensemble of ten reference tracers of known atmospheric history to characterise the transport properties of the site. By analysing uncertainties in both data and the reference gas atmospheric histories, we can objectively assign weights to each of the gases used for the depth-diffusivity reconstruction. We define an objective root mean square criterion that is minimised in the model tuning procedure. Each tracer constrains the firn profile differently through its unique atmospheric history and free air diffusivity, making our multiple-tracer characterisation method a clear improvement over the commonly used single-tracer tuning. Six firn air transport models are tuned to the NEEM site; all models successfully reproduce the data within a 1σ Gaussian distribution. A comparison between two replicate boreholes drilled 64 m apart shows differences in measured mixing ratio profiles that exceed the experimental error. We find evidence that diffusivity does not vanish completely in the lock-in zone, as is commonly assumed. The ice age- gas age difference (1 age) at the firn-ice transition is calculated to be 182+3−9 yr. We further present the first intercomparison study of firn air models, where we introduce diagnostic scenarios designed to probe specific aspects of the model physics. Our results show that there are major differences in the way the models handle advective transport. Furthermore, diffusive fractionation of isotopes in the firn is poorly constrained by the models, which has consequences for attempts to reconstruct the isotopic composition of trace gases back in time using firn air and ice core records.