O intenso crescimento populacional associado à demanda excessiva de água, principalmente em grandes centros urbanos, tem comprometido de forma significativa os recursos hídricos tornando-os escassos em muitas regiões. Frente a este cenário a adoção de medidas que proporcionem a conservação da água nas diversas atividades nas quais ela é utilizada é de grande relevância. Neste contexto, medidas como o uso racional e a prática do reúso de água são opções que devem ser consideradas para combater a escassez induzida. No caso do reúso de água é possível utilizar efluentes, tratados ou não, como fonte alternativa às demandas para usos menos restritivos, preservando a água de melhor qualidade para aplicações mais nobres, como o consumo humano. Assim, neste trabalho foi avaliada a viabilidade técnica da utilização de efluentes secundários submetidos ao tratamento complementar por membranas de ultrafiltração, do tipo fibra oca, para atendimento de demandas não potáveis em sistemas aeroportuários. O estudo foi desenvolvido através da operação de uma unidade piloto de membranas, instalada na saída do sistema de esgotamento sanitário do Aeroporto Internacional de São Paulo/Guarulhos Governador André Franco Montoro. Por meio de ensaios específicos as condições ótimas de operação foram estabelecidas, pressão de 0,9 bar (90 kPa), frequência de retrolavagem de 40 minutos e frequência de limpeza de 200 h, sendo que a taxa de recuperação de água no sistema permaneceu em torno de 70%. O desempenho do sistema em relação à remoção de contaminantes foi avaliado verificando-se as porcentagens de remoção de Cor, Turbidez, DBO5,20, DQO, Carbono Orgânico Dissolvido, Absorbância de radiação UV (254 nm) e Coliformes Termotolerantes, obtendo-se remoções de 89%, 99%, 70%, 78%, 80%, 36% e 100%, respectivamente. Com base nos resultados das análises foi possível concluir que a água produzida pelo sistema de membranas apresenta potencial para atender aos seguintes usos não potáveis: irrigação de áreas verdes, descargas em bacias sanitárias e mictórios, lavagem de pitas e reserva para combate a incêndios. Como a água produzida pelo sistema de membranas apresentou concentrações elevadas de Nitrogênio Amoniacal, Fosfato e Matéria Orgânica recomenda-se um estudo mais detalhado da estação de tratamento biológico, antes de utilizar para atender a esse fim. / The excessive demand for water associated with intense population growth, principally in large urban centers, has significantly compromised water resources and transformed the situation in many regions to a scarcity status. Faced with this scenario, it is of great relevance to adopt measures that promote the conservation of water, through various activities and uses. In this context, rational water use and water reuse are measures that should be considered to tackle the induced shortage. In the case of water reuse, it is possible to use effluents, treated or untreated, as an alternate source for uses that have less stringent quality standards. This in turn, preserves the higher quality water for more demanding water uses, such as human consumption. In this study, we evaluated the technical feasibility of the use of secondary effluents, subjected to ultrafiltration membrane treatment (hollow fiber), to meet the non-potable demands of airport systems. The study was conducted with a pilot plant membrane, installed and operated at the sewage system discharge at the International Airport of São Paulo/Guarulhos Governor André Franco Montoro. Specific tests were conducted to establish optimum operation conditions: 0.9 bar (90 kPa) of pressure, a backwash frequency of 40 minutes, a cleaning frequency of 200 hours, and a recovery rate maintained around 70%. The system performance with respect to contaminant removal was evaluated by determining the percent removal of color, turbidity, BOD5, 20, COD, dissolved organic carbon, UV Absorbance (254 nm), and coliform, which yielded removals of 89%, 99%, 70%, 78%, 80%, 36%, and 100%, respectively. Based on analysis results, it was concluded that the water produced by the membrane system has the potential to supply the following non-potable uses: irrigation of green areas, discharges in toilets and urinals, floor washing, and firefighting reserves. As the water produced by the membrane system had high concentrations of ammoniacal nitrogen, phosphate, and organic matter, a more detailed study is recommended before using the effluent in cooling towers.

L'infrastructure aéroportuaire est devenue en ce début de XXI siècle le pivot des croisements de flux de personnes et de marchandises dans notre monde « globalisé », son évolution constante et particulièrement rapide depuis le transport aérien de masse, nous questionne sur l'objet « aéroport », à travers ses caractéristiques urbaines, architecturales et de design, en relation à sa ville d'accueil et à son devenir dans le futur. L'un des aspects significatif de la relation ville et aéroport est la confrontation territoriale entre ces deux entités, elle peut mener dans certains contextes à l'obsolescence de la plateforme aéroportuaire face à l'expansion urbaine et au refus de l'infrastructure par les riverains. Cette thèse fait une recherche sur ce phénomène dans le cadre géographique du Cône Sud de l'Amérique Latine. Elle se développe dans un plan en trois parties : une première analyse l'infrastructure aéroportuaire d'un point de vue mondial, afin de la caractériser dans ses dimensions territoriales et ses évolutions récentes par rapport à la ville d'accueil. Elle s'attache à détecter des exemples d'obsolescences aéroportuaires dans l'hémisphère nord. Une seconde partie se focalise sur les villes capitales du Cône Sud de L'Amérique Latine et leurs aéroports, en décelant les cas d'obsolescences réels ou en devenir, ceci sur deux fronts, Atlantique et Pacifique, dont les caractéristiques géomorphologiques sont totalement différentes. Enfin une troisième partie s'interroge sur le devenir des infrastructures aéroportuaires qui tendent à devenir des méga-aéroports, conjurant ainsi leur obsolescence. Ces échelles considérables ne sont pas nécessairement adaptées aux pays en voie de développement du Cône Sud de L'Amérique Latine. Existe-t-il une taille intermédiaire transformant l'aéroport en autre chose qu'une gigantesque machine à gérer des flux ? Peut-il se faire que la plateforme aéroportuaire devienne un ensemble de bâtiments cherchant une relation harmonique avec la ville qui l'entoure ? / The airport infrastructure has become the twenty-first century the pivot of flows crossing of people and goods in our "globalized" world, its constant evolution and particularly rapid since the mass air transportation, questions us on the subject "airport ", through its urban, architectural features and design in relation to its host city and its fate in the future. One of the significant aspects of the city airport is relationship and territorial confrontation between these two entities, it can lead in some contexts to obsolescence of the airport platform faced with urban expansion and the refusal by the infrastructure residents. This thesis did research on this phenomenon in the geographical framework of the Southern Cone of Latin America. It develops in a plane in three parts : a first analysis of the airport infrastructure of a global perspective in order to characterize its territorial dimensions and recent developments in relation to the host city. It seeks to identify examples of obsolescence airport in the northern hemisphere. The second part focuses on capital cities of the Southern Cone of Latin America and their airports, by detecting cases of actual or future obsolescence, this on two fronts, Atlantic and Pacific, whose geomorphological features are totally different. Finally a third part examines the future of airport infrastructure which tend to become mega-airports and conjuring obsolescence. These considerable scales are not necessarily adapted to the developing countries of the Southern Cone of Latin America. Is there an intermediate size transforming the airport into something other than a gigantic machine to manage flows? Can it be that the airport platform becomes a complex of buildings seeking a harmonic relationship with the city that surrounds it ?

Les problèmes liés à la sûreté peuvent s’aborder dans un aéroport comme dans une ville (concept d’aéro-ville) avec ses phénomènes de terrorisme, de criminalité et de délinquance. Force est de constater que la sûreté aéroportuaire est surdéterminée par la menace terroriste, autrement dit, tous les dispositifs et réglementations mis en place ont pour fait générateur le terrorisme. En effet, la première barrière contre le terrorisme et la plus importante doit être établie au sol, c’est à dire à l’aéroport. Il faut empêcher les terroristes d’accéder à l’appareil. Il faut dire qu’immédiatement après les événements du 11 septembre, les pays membres de la CEAC ont mis en œuvre des mesures exceptionnelles de sûreté au sol. On retrouve cette même logique à travers la sécurisation du fret aérien. Les mesures de sûreté en vol ne sont qu’un dernier recours mettant en lumière les vulnérabilités du système de sûreté aéroportuaire. / Problems linked to airport security can be seen as urban security because an airport is considered as a city facing terrorism and criminality. Obviously, airport security relies largely on terrorist threat meaning that established security measures and regulations are generated by terrorism. Indeed, first barrier against terrorism and the most important has to be deployed in the airport. The goal is to prevent terrorists from accessing to the aircraft. Immediatly after september 11 terrorist attacks, countries being part of the ECAC have implemented exceptional airport security measures. This logic equally influences aviation freight security. Inflight security measures are only a last resort empasizing airport security system vulnerabilities.

The architecture of Airport terminals is unique in nature as it is linked with a wide range of concerns that go hand in hand to demonstrate the efficient functioning of the building. From an inconvenient mode of travel to the city center to the congestions in the security screening, concerns varying from urban design to systems engineering have an impact on the user experience. Along with these concerns, the spatial organization of the airport terminals accommodates various commercial, leisure, retail, and service-based spaces in addition to the core function of aviation. Where the guiding parameters for determining the spatial requirements are dependent on the projected life span, security restrictions, and other socio-political influences. An airport terminal is bound to maintain a stable balance between all of the above parameters and disruption in any of the above can cause major fluctuations in the performance of the airport terminals. According to the United States department of transportation, federal aviation administration(advisory circular 2014) the initial stages of the design for any existing or new airport are derived from the ‘Master planning report’. This report is comprised of airport layout, environmental studies, analysis of runway orientation, land use plans, activity forecasts, capacity analysis, estimates of facilities, and more. To achieve a balanced environment capable of satisfying the concerns of various institutions it is important that the positioning of each amenity is carefully curated and is designed to perform as expected for several years. The vulnerability of terminal buildings to the technological and infrastructural changes is one of the main problems with the airports. This thesis attempts to analyze different components that cause airport terminals to be rigid to the changes. Following the performance analysis for airport terminals, this project proposed a design solution that exhibits a potential way of increasing the efficiency and life span of the airport terminals. While the flexibility of physical infrastructure is one of the ways to absorb the increasing congestions in the building, it also needs to be organized so that it can ease the tensions in a positive way and do not cause unnecessary complexities. To acknowledge this circumstance and find a fact-based resolution to this issue, this project proposes to work out a system of constants and variables where a series of elements can be retained for a comparatively longer period and be more stationary than the variables of the design that can be changed over a shorter period. Based on the analysis of airport terminals in general and a focused analysis of one particular location this project will propose a unique design solution for the medium hub airport terminals and provide a proof of concept by re-imagining the design of Bradley airport at Hartford.

No description available.

<p>Runway and taxiway configuration could affect airport capacity and safety, and airline taxiing time and fuel consumption. In this study, a discrete-event stochastic simulation model is created to explore the impact of four different runway and taxiway choices on a fictional airport with parallel runways that have End-Around Taxiways (EAT) at each end. Scenario 1 represent the conventional runway and taxiway choices used in parallel runway systems, while Scenarios 2, 3, and 4 mimic three new choices that become possible because of the usage of the EAT. Three designed experiments are used to explore the influence of the four scenarios in terms of taxi time, fuel consumption, and number of runway crossings during high traffic periods, as well as the ability to cope with increases in the load level. </p> <p>Some main findings are: 1) using the outboard runway to land and the EAT as the taxi-in path would yield the shortest average taxi-out time, while the average taxi-in time is similar or longer than that in the conventional choice; 2) if arrival aircraft are allowed to land over an active EAT, using the outboard runway to take off and the EAT as the taxi-out path would show advantages in both the average taxi-in time and the average taxi-out time; 3) if the EAT is operated under current FAA regulation, using the outboard runway to take off and the EAT as the taxi-out path could still show advantages in the average taxi-in time, while the average taxi-out time is the longest during high arrival period; 4) the results of the average fuel consumption indicate similar trends with the results of the average taxi time; 5) using the EATs could either eliminate the number of runway crossings or reduce it significantly; 6) the taxi times with the use of EATs are more stable against the increases in the load level in comparison with the conventional choice.</p> <p>Safety and human factor issues related to allowing arrival aircraft to land over an active EAT are discussed, as well as some future research topics. This study may encourage airport operators and researchers to explore how to make full use of existing EATs. This study, along with future cost-benefit analyses based on the results of this research, would be a valuable reference for airports that consider constructing EATs in the future. </p>

At Bromma Stockholm Airport, fire drills have previously been performed at a location outside the current airport confinements. Fire drills were performed with extinguisher foams containing toxic perfluorooctanesulfonic acid (PFOS), which have polluted the site. Harmful effects of PFOS include but are not limited to damages to the endocrine system. The contaminant is relatively soluble and can be transported by water. The aim of this thesis was to model groundwater flows and PFOS transport in the area. In order to build the model, data was gathered from databases, literature studies and field investigations. The field investigations included geophysical measurements. The model was built in the software Visual MODFLOW Classic. It was used to increase knowledge of hydrogeological conditions in the area, predict the fate of PFOS leaching from the site and suggest preventative measures for preventing the spread. The model results showed that the contaminant is transported towards the current airport area by means of groundwater at a slow rate and with low concentrations. Additionally, high concentrations of PFOS will remain in soil and groundwater at the study area for several hundreds of years, according to model results. Preventative measures should therefore be focused on minimizing risks to frequent visitors to the site, which is currently used as a golf course.

Thesis advisor: Julie H. Mortimer / Three self-contained essays explore government regulation in the airline industry, and how such policies affect competition. The first essay explores the proposed merger between US Airways and American Airlines in 2013, approved by the US Department of Justice (DOJ) under the condition that 104 airport slots (“landing rights”) at Ronald Reagan Washington National Airport, DC, be divested to low cost carriers. To investigate the efficacy of the slot divestment, I estimate demand and cost parameters along with bounds on the shadow price of an airline slot, and simulate counterfactual post-merger prices and quantities with and without the regulatory divestment. I find that the merger and associated divestment together increased consumer surplus for markets involving Reagan Airport by roughly 25%. This increase in consumer welfare happened because the median price fell and the quantity of passengers increased. I show that the marginal value of a slot to an airline is decreasing in total slots, validating the DOJ’s decision to divest slots from the largest incumbent (US Airways, whose marginal value was $153 per flight) to new entrants with high valuation (like Southwest, $852). Beyond providing a key input to merger analyses, my approach can also aid in analyzing voluntary exchanges of airline slots, which are subject to DOJ approval due to their perceived anti-competitive effects. The second essay investigates the impact of airport slots on competition in general. Congestion is managed in high-density airports by capping the number of flights permitted in any given hour and allocating the rights (or slots) to a takeoff or landing among airlines. Airlines must use their slots at least 80% of the time to keep them for the next season. This rule creates a perverse incentive for airlines to hold on to underutilized slots by operating unprofitable flights instead of forfeiting these slots to a rival. Using exogenous removal of slot control at the Newark Airport in 2016, we investigate the lengths at which airlines go to meet the minimum requirements that let them keep the slots while violating what a neutral observer might call the “spirit” of the regulation. In my third essay, I assess the effectiveness of the gross upward pricing pressure index (GUPPI) in predicting price changes of the 2013 merger between US Airways and American Airlines. I compute GUPPI using only publicly available data, and find that it is close to the observed average increase in price. However, unlike most markets, flights to/from Reagan Airport experience a price drop, likely due to mandated structural remedies; the GUPPI predicts a price increase at Reagan Airport, whereas a full merger simulation correctly predicts a price reduction. I argue that the divergence between GUPPI and, if appropriate, the more accurate predictions of the merger simulation is due to the weaker assumptions made under the simulation. This underscores the fact that while GUPPI, with its restrictive assumptions and low computational burden, can be a good primary screening tool, it does not negate the necessity of employing a more rigorous secondary tool (such as a merger simulation) when assessing mergers. / Thesis (PhD) — Boston College, 2022. / Submitted to: Boston College. Graduate School of Arts and Sciences. / Discipline: Economics.

Drainage problem Logan-Cache Airport is situated approximately 4 miles northwest of Logan, Utah, in sections 8, 9, 16, and 17, Township 12 north, Range 1 east, of Salt Lake Base and Meridian. The area of approximately 200 acres is a part of what is known as cache County Drainage District No.2. This district in itself contains more than 8,400 acres of waterlogged lands. Drainage of the se lands has, for many years, been a baffling and unsolved problem, complicated by 3 factors: (a) The whole of the valley in this area is underlain by an artesian ground-water reservoir. (b) The artesian aquifer is overlain by a layer of heavy clay of very lo~ permeability, ranging in depth from 40 to 70 feet. (c) Human relations with farmers within the area , who consider that drainage will deprive them of their plentiful groundwater Supply.

No description available.