The topic of this thesis relates to the state-of-art technologies and systems used for airport ground movements monitoring and guidance. Emphasis is placed on mode S of SSR, its characteristics, applications and avionics requirements. This thesis further comprises analysis of Brno - Turany Airport and it presents a new multilateration system including economical analysis, which would be used for aerodrome ground movements monitoring.

Mit der Entwicklung eines stochastischen Modells zur Abbildung des Bewegungsverhaltens von Passagieren wird die Basis für eine virtuelle Anwendungsumgebung geschaffen, mit der die Passagierabfertigungsprozesse im Flughafenterminal und die hierfür notwendigen Infrastrukturen modelliert, implementiert, untersucht und gezielt optimiert werden können. Es werden vorhandene wissenschaftliche Modellansätze zur mikroskopischen Agentensimulation kritisch gewürdigt und Anforderungen an das zu entwickelnde Bewegungsmodell abgeleitet. Das eigens entwickelte stochastische Bewegungsmodell stellt die Erweiterung eines räumlich diskreten mikroskopischen Modells auf Basis eines zellularen Automaten dar, wobei Defizite aufgrund der verwendeten diskreten Gitterstruktur bereits auf Modellebene kompensiert werden. Zu den Erweiterungen zählen die autonome Umgebungsanalyse und die Routenplanung des Agenten, die Abbildung weitreichender Wechselwirkungen zwischen den Agenten und die Berücksichtigung von gruppendynamischen Entscheidungen. Durch die Validierung des stochastischen Bewegungsmodells anhand des Fundamentaldiagramms für Fußgänger kann gezeigt werden, dass das Modell in der Lage ist, den charakteristischen Verlauf der Geschwindigkeit in Relation zur Agentendichte quantitativ abzubilden. Auch typische, in der Realität beobachtbare Selbstorganisationseffekte können durch das Modell reproduziert werden. Für die Anwendung des stochastischen Modells zur Abbildung des Bewegungsverhaltens von Passagieren im Flughafenterminal wird das Modell durch empirisch erhobene Passagierbewegungsdaten kalibriert. Die Datenerhebung erfolgt am Flughafen Dresden unter Verwendung eines entwickelten videogestützten Bewegungsverfolgungssystems und erlaubt eine gezielte Kalibrierung hinsichtlich der Passagierparameter: Geschlecht, Reisemotivation (privat oder geschäftlich), Gruppengröße sowie Gepäckart und -anzahl. Für die Erstellung der virtuellen Terminalumgebung werden die Passagierabfertigungsprozesse eingehend analysiert und die Prozesszeiten der jeweiligen Abfertigungsstationen durch spezifische Wahrscheinlichkeitsverteilungen modelliert. Hierfür stehen empirische Datenerhebungen am Flughafen Stuttgart zur Verfügung, die eine detaillierte Prozessanalyse hinsichtlich der Passagierparameter und der Prozessparameter (Erfahrung des Personals, Reaktionszeiten bei Störungen) erlauben. Im Anschluss an die Kalibrierung des stochastischen Bewegungsmodells und die Modellierung der Passagierabfertigungsprozesse erfolgt die Entwicklung einer Anwendungsumgebung für die Implementierung des virtuellen Flughafens. Durch den modularen Aufbau der Anwendungsumgebung ist eine effiziente Implementierung der Flughafenstrukturen (Grundriss, Flugplan, Personaleinsatz), der Abfertigungsprozesse und des stochastischen Bewegungsmodells möglich. Die Anwendungsumgebung stellt dabei einen übergeordneten Rahmen dar, durch den eine allgemeine Nutzerschnittstelle (Konfigurationsumgebung), eine grafische Ergebnisaufbereitung und die dreidimensionale Abbildung des Bewegungsverhaltens der Passagiere zur Verfügung steht. Die Anwendung des entwickelten stochastischen Bewegungsmodells erfolgt für die Validierung der Passagierabfertigungsprozesse (Check-In und Sicherheitskontrolle), für die Entwicklung einer passagierbezogener Prozessbewertung und für die vollständige Abbildung der Terminalprozesse (Abflug) am Beispiel des Flughafens Dresden. Durch die Analyse des Einstiegsverhaltens der Passagiere in ein Verkehrsflugzeug werden die Notwendigkeit des Einsatzes stochastischer Bewegungsmodelle und das Potential mikroskopischer Modellierungsansätze verdeutlicht. Das entwickelte stochastische Bewegungsmodell kann das Passagierverhalten auch in komplexen Umgebungen umfänglich widerspiegeln und die entwickelte Anwendungsumgebung stellt einen idealen Rahmen für die Modellanwendung und -weiterentwicklung dar. Durch die anwendungsorientierten Implementierungen steht eine Vielzahl von geeigneten Detaillösungen zur Verfügung, um den zukünftigen wissenschaftlichen und praxisrelevanten Herausforderungen der Personendynamik zu begegnen.:1. Methodische Konzeption 1.1. Motivation 1.2. Modell und Simulation 1.2.1. Modellierung 1.2.2. Computerbasierte Simulation 1.3. Modellansätze zur Abbildung individueller Verhaltensweisen 1.3.1. Kollektive Phänomene 1.3.2. Modellierung individueller Verhaltensweisen 1.3.3. Modell der sozialen Kräfte 1.3.4. Modell unter Verwendung von zellularen Automaten 1.3.5. Modell der diskreten Entscheidungen 1.4. Passagierabfertigungsprozesse im Flughafenterminal 1.5. Anforderungen an ein applikationsorientiertes Modell 2. Individuenbasiertes Bewegungsmodell 2.1. Eindimensionale Modellansätze 2.1.1. Random walk 2.1.2. Asymmetric simple exclusion process (ASEP) 2.2. Zweidimensionaler zellularer Automat 2.2.1. Gitterabhängigkeiten - Geschwindigkeit und Varianz 2.2.2. Implementierung - Testumgebung 2.2.3. Kalibrierung - Fundamentaldiagramm 2.3. Umgebungsanalyse zur Richtungsbestimmung 2.3.1. Geometrischer Ansatz 2.3.2. Diskreter Ansatz unter Nutzung eines regulären Gitters 2.4. Interaktionsmodellierung 3. Datenerhebung im Flughafenterminal 3.1. Videogestützte Personenverfolgung 3.1.1. Rechtliche Rahmenbedingungen 3.1.2. Methodische Umsetzung 3.1.3. Datenerhebung im Terminal des Flughafens Dresden 3.2. Erhebung passagierbezogener Daten 3.2.1. Indirekte Geschwindigkeitsindikation - Altersstruktur 3.2.2. Geschwindigkeitsverteilung - Geschlechtsspezifisch 3.2.3. Geschwindigkeitsverteilung - Reisemotivation 3.2.4. Geschwindigkeitsverteilung - Gruppengröße 3.2.5. Geschwindigkeitsverteilung - Gepäckanzahl 3.3. Allgemeines Bewegungsverhalten im Terminal 3.4. Erhebung prozessbezogener Daten 3.4.1. Ankunftsverteilung 3.4.2. Check-In 3.4.3. Sicherheitskontrolle 3.4.4. Pass- und Bordkartenkontrolle 4. Anwendungen 4.1. Entwicklung/Implementierung einer Anwendungsumgebung 4.1.1. Entwicklung eines Software-Prototyps 4.1.2. Modellimplementierung 4.2. Eindimensionaler Simulationsansatz - Boarding eines Verkehrsflugzeuges 4.2.1. Modellbeschreibung 4.2.2. Simulationsergebnisse 4.3. Anwendungsgebiet Flughafenterminal 4.3.1. Validierung der Passagierabfertigungsprozesse 4.3.2. Passagierbezogene Prozessbewertung 4.3.3. Abfertigungsprozesse am Flughafen Dresden (Abflug) 5. Schlussbetrachtungen A. Anhang Literaturverzeichnis Danksagung / The development of a stochastic motion model allows for using a virtual application environment, to reproduce passenger motion behavior and handling processes at airport terminals. Based on the introduced scientific approaches for microscopic agent simulation, requirements for an application-oriented motion model are derived. The developed model is a substantial extension of a stochastic cellular automata approach, where the deficiencies due to the discrete grid structure are compensated on a fundamental level. The model development is completed by adding agent-oriented environment analysis, route planning, and mid-range agent interaction. The stochastic motion model proves its capabilities for a quantitative reproduction of the characteristic shape of the common fundamental diagram of pedestrian dynamics. Moreover, generic self-organization effects are reproduced by the model. For the application of the stochastic approach for modeling the motion behavior of passengers inside an airport terminal, a comprehensive acqusition of data at Dresden International Airport provides a solid basis. A video-supported tracking environment allows for an efficient categorization of passengers and analysis of their motion behavior regarding to their gender, travel purpose (private or business), group size, and baggage types and quantities. In addition to the passenger-related data, the process time of passenger handling at each station at Stuttgart Airport is analyzed in detail and transformed to statistic probabilities by functional data fitting. Finally, the calibrated stochastic motion model is prepared for passenger dynamics at airport terminals. After the successful development and calibration, the implementation of the motion model in a virtual application environment is accomplished. To implement the terminal structure, the passenger handling processes, and the individual passenger motion behavior common programming interfaces are used as well as specific components for linking model and animation requirements. The application of the stochastic motion models aims at the validation of passenger handling process on the basis of empirical data from Stuttgart airport and at the development of a passenger-oriented process evaluation using Dresden Airport environment. The simulation of passenger dynamics at airport terminals points out that the stochastic motion model reproduces the motion behavior of passengers close to reality. Due to the application-oriented implementation a variety of appropriate solutions are available for future scientific and operational challenges related to passenger dynamics.:1. Methodische Konzeption 1.1. Motivation 1.2. Modell und Simulation 1.2.1. Modellierung 1.2.2. Computerbasierte Simulation 1.3. Modellansätze zur Abbildung individueller Verhaltensweisen 1.3.1. Kollektive Phänomene 1.3.2. Modellierung individueller Verhaltensweisen 1.3.3. Modell der sozialen Kräfte 1.3.4. Modell unter Verwendung von zellularen Automaten 1.3.5. Modell der diskreten Entscheidungen 1.4. Passagierabfertigungsprozesse im Flughafenterminal 1.5. Anforderungen an ein applikationsorientiertes Modell 2. Individuenbasiertes Bewegungsmodell 2.1. Eindimensionale Modellansätze 2.1.1. Random walk 2.1.2. Asymmetric simple exclusion process (ASEP) 2.2. Zweidimensionaler zellularer Automat 2.2.1. Gitterabhängigkeiten - Geschwindigkeit und Varianz 2.2.2. Implementierung - Testumgebung 2.2.3. Kalibrierung - Fundamentaldiagramm 2.3. Umgebungsanalyse zur Richtungsbestimmung 2.3.1. Geometrischer Ansatz 2.3.2. Diskreter Ansatz unter Nutzung eines regulären Gitters 2.4. Interaktionsmodellierung 3. Datenerhebung im Flughafenterminal 3.1. Videogestützte Personenverfolgung 3.1.1. Rechtliche Rahmenbedingungen 3.1.2. Methodische Umsetzung 3.1.3. Datenerhebung im Terminal des Flughafens Dresden 3.2. Erhebung passagierbezogener Daten 3.2.1. Indirekte Geschwindigkeitsindikation - Altersstruktur 3.2.2. Geschwindigkeitsverteilung - Geschlechtsspezifisch 3.2.3. Geschwindigkeitsverteilung - Reisemotivation 3.2.4. Geschwindigkeitsverteilung - Gruppengröße 3.2.5. Geschwindigkeitsverteilung - Gepäckanzahl 3.3. Allgemeines Bewegungsverhalten im Terminal 3.4. Erhebung prozessbezogener Daten 3.4.1. Ankunftsverteilung 3.4.2. Check-In 3.4.3. Sicherheitskontrolle 3.4.4. Pass- und Bordkartenkontrolle 4. Anwendungen 4.1. Entwicklung/Implementierung einer Anwendungsumgebung 4.1.1. Entwicklung eines Software-Prototyps 4.1.2. Modellimplementierung 4.2. Eindimensionaler Simulationsansatz - Boarding eines Verkehrsflugzeuges 4.2.1. Modellbeschreibung 4.2.2. Simulationsergebnisse 4.3. Anwendungsgebiet Flughafenterminal 4.3.1. Validierung der Passagierabfertigungsprozesse 4.3.2. Passagierbezogene Prozessbewertung 4.3.3. Abfertigungsprozesse am Flughafen Dresden (Abflug) 5. Schlussbetrachtungen A. Anhang Literaturverzeichnis Danksagung

published_or_final_version / Transport Studies / Master / Master of Arts

Dans le contexte général de la compétitivité économique et territoriale, cette thèse étudie les rapports entre attractivité et identité du territoire urbain en examinant la question : l'attractivité du territoire peut-elle être déterminée par l'identité que ce territoire possède ? Cette question est étudiée du point de vue de l'urbanisme, en interrogeant les stratégies et pratiques de l'action publique dans les projets d'urbanisme développés dans le but de se positionner dans les classements des villes mondiales, en examinant en particulier la prise en compte de la composante identitaire des territoires considérés. Cette question est étudiée à la fois d'un point de vue théorique et pratique : dans un premier temps, l'étude théorique des définitions existantes et des relations proposées entre attractivité et identité permet d'organiser la production abondante mais séparée de ces deux champs, afin de les rendre convergents et de prendre la mesure de leur ampleur. Nous étudions ensuite la transposition de ce débat théorique à la pratique, en explorant ces questionnements au travers de travaux sur l'identité développés au Mexique, qui prennent en compte la culture, et les traditions ancestrales qui sont encore présentes dans l'espace urbain. Le Mexique constitue en effet un territoire qui possède une multiplicité d'identités, en raison de la superposition des cultures parmi lesquelles on peut citer la civilisation précolombienne, la colonisation hispanique, ou encore l'influence actuelle de l'Amérique du nord et du sud. Plus précisément, nous considérons comme champ d'étude le cas de Mexico entre 1977 et 2007. Pour cela, nous analysons les politiques urbaines, par la voie des actualisations et l'évolution du cadre juridique, des documents d'urbanisme et des programmes d'économie. Nous étudions en détail trois situations concrètes d'opérations et projets urbains emblématiques à Mexico : le projet Plaza Mariana, le projet de construction d'un nouvel aéroport et l'opération d'aménagement du quartier d'affaires Santa Fé. La méthode que nous mettons en oeuvre consiste à appliquer une même grille d'analyse à ces trois cas, pour identifier et structurer les composantes d'attractivité et d'identité dans chacun des cas. Ces analyses sont basées sur les caractéristiques géographiques, économiques et historiques du territoire et sur les jeux des principaux acteurs concernés. Nous concentrons notre observation à la fois sur la partie stratégique, par l'analyse de la prise de décision, et sur la partie opérationnelle, qui ont déterminé le succès ou l'échec des projets. Les résultats obtenus illustrent les différentes facettes des relations entre attractivité et identité qui permettent d'apporter des conclusions sous trois points de vue. D'abord, il apparaît que la corrélation entre attractivité et identité peut prendre diverses formes, que nous proposons de nommer complémentaire, conditionnelle et créative. En effet, l'analyse des projets étudiés montre que différentes relations peuvent être observées : l'identité peut être en conflit avec l'attractivité, recréée en faveur de l'attractivité, ou encore, pour un territoire en quête d'identité, construite et obtenue comme résultat de l'attractivité. Ensuite, nous montrons le rôle de la prise en compte des acteurs à différentes échelles, l'importance de leur intégration dans le processus de décision et le rôle des conflits ; nous mettons en évidence la capacité de mobilisation d'une population qui défend, détermine ou reconnaît l'identité de territoire par rapport aux objectifs d'attractivité. Enfin, selon un point de vue de gouvernabilité, nous soulignons le rôle de l'action publique, notamment dans les jeux de pouvoir local sur les décisions politiques et les prises de décision relevant de la dimension politique des données / Pas de résumé en anglais

This thesis proposes that a baggage handling system (BHS) environment can be defined and coupled to a whole life cycle cost (WLCC NPV) model. The results from specific experiments using the model can be used as the basis by which to commercially compare BHS flight build types of any capacity, and BHS geographical location. The model examined the three flight build types(i): Fully automatic build2; (ii) Semi-automatic build, and(iii); Manual build. The model has the ability to calculate a bag flow busy hour rate, and to replicate the baggage flow characteristics observed within real BHS operations. Whole life cycle costs (WLCC NPV) results are produced, and these form the basis by which the comparison of BHS types is made. An overall WLCC NPV scatter diagram was produced, which is a summation of each of the test sensitivities. The assumptions and limitations of the analysis are provided. It is proposed that the results, conclusions and recommendations shall be of value to airports, airlines, and design consultants.

Ziel der vorliegenden Analyse ist es, ein Flughafenkonzept für Nordrhein-Westfalen zu erarbeiten. Dazu werden die wichtigsten Rahmenbedingungen des internationalen Luftverkehrs und der Luftverkehrspolitik in NRW behandelt. Es wird ein Überblick über die Flughafensituation in NRW gegeben. Weiter werden volkswirtschaftliche Effekte des Luftverkehrs beleuchtet (Arbeitsplätze, Wirtschaftswachstum). Dann werden negative externe Effekte des Luftverkehrs, insbesondere Fluglärm betrachtet. Abschließend werden Veränderungsvorschläge für die Flughafenpolitik in NRW entwickelt. / The aim of the present analysis is to elaborate an airport concept for North-Rhine-Westphalia. To achieve this, the framework of international aviation and aviation policy in NRW are treated. Additionally, the analysis will give an overview of the airport situation in NRW. Furthermore, economic effects of aviation are illuminated (jobs, economic growth). Then, negative external effects of aviation are considered, aircraft noise in particular. Finally, suggestions for a consistent airport policy in NRW are developed.

Thesis is submitted in partial fulfilment for the degree of Master of Science (Development Planning) to the Faculty of Engineering and the Built Environment, School of Architecture and Planning at the University of the Witwatersrand, Johannesburg, 2017 / O.R Tambo International Airport (ORTIA) holds strong prominence as Africa’s biggest airport. Additionally, the anticipated growth of aviation within Africa will further enhance its relevance. Airports in their own right are becoming city cores of which its surrounding environments (aerotropolis) attract special industries which result to a transformation of the urban fabric. Ekurhuleni has followed global trends by asserting its decision to transform ORTIA into an Aerotropolis. The legitimacy of the aerotropolis model however is being questioned for the effects on the natural environment, displacement effects and its heavy dependence on government incentives required that tend to have a bias focus on foreign investment. Ekurhuleni is confronted by unique contextual factors of inequality and spatial racial-segregation that are the result of the historical South African apartheid system. Additionally, Ekurhuleni comes from a unique premise that it is a relatively newly established city that has been formed by amalgamating nine previous towns. Irrespective of this incomparable situation of being a non-traditional metropolis, Ekurhuleni not having a traditional metropolis, notably relying on the adjacent City of Johannesburg for its identity, it has sought punch above its weight and thrive to become an airport city. This research explores the spatial impacts of O.R Tambo International Airport on Ekurhuleni Area through qualitative research methods and a review of key theories that are born from neo-liberal policies and airport orientated developments. It explores current developments with O.R Tambo International Airport and Ekurhuleni focusing on physical, economic and social spaces that are owed to the existence of the airport. O.R Tambo International Airport has had significant spatial impact on Ekurhuleni area. The spatial impacts undeniably led to positives through the conception of competitive, economically thriving and innovative environments which align to global, competitive cities. As part of the Gauteng City Region (GCR), Ekurhuleni is placing strong leverage on the existence of the airport to shape the city spatially. There is a strong focus on increasing scale and density within the immediate surrounds of the airport through development infill and replacement of single dwellings with apartments and hotels. The corridors and spines developed place focus on links to the airport as the key central point in which its development stems. The environment reveals industrial clusters which gain economically through the agglomeration effects. It is also stimulating focus on the presence of social facilities such as tourism, retail and hotels which would serve the airport. The traditionally manufacturing based economy of Ekurhuleni is integrating with knowledge economy industries which are aligned to global cities. The city is focusing on compaction with new development being mixed- use spaces connected by a multi modal transport network. These Integrated Transport Networks are concretised by recent investments into the Gautrain and the Bus Rapid Transitsystem (BRT). The previous far reaching edge cities that were the black traditional townships are being connected to the metro core through increasing available modes of public transport. There still remains the threat that airports become contributory factor to the creation of exclusionary spaces faced with environmental threats. It is noted that in an unequal society such as South Africa, areas surrounding airports may exacerbate the challenges of crime and further displacement of residents. The spatial formation process within Ekurhuleni involved multi-disciplinary actors from various industries and decision making cuts across the various spheres of government. Non-robust community engagements coupled by their lack of knowledge on the aerotropolis initiative has reflected that there needs to be a focus on the empowerment of citizens. Branding has been recognized as critical for city competitiveness. The resultant effects of Ekurhuleni being formed from a combination of towns has left it with meek and ambiguous identity. The formulation of robust branding policies and building on the strength of ORTIA brand has the potential to give Ekurhuleni’s vague character significant leverage. Overall, ORTIA’s spatial contribution has both a positive and negative spatial impacts on Ekurhuleni. ORTIA gives competitive advantage to the Gauteng City Region (GCR) and it acts as an urban development stimuli to Ekurhuleni as the GCR gateway airport. Planning can however be instrumental in remedial actions on addressing the negative corollaries caused by airports to their surrounds. Hence it is recommended that a communicative and collaborative planner; who encourages equitable capacity development practices, would be effective in managing the spatial formation process within Ekurhuleni. / MT2018

The imagery of flight remains one of the most captivating views in history. The bird’s eye view it gives to man has helped him to gain an understanding of a particular area, in addition to broadening his knowledge base. Air travel has time in sense (because of its convenience), and shaped cities, with the airport control tower becoming a dominant icon within the landscape. Its form of communication and navigation is different: having its own language, symbols that have to be comprehended before the journey of flight can begin. The map is one such device that serves as a medium between the technical and the lay – enabling a simpler understanding of a complex subject. It is dexterous in its ability to show detail, aiding the design process by highlighting key elements, summarising others, and giving clues as to the proposed site and programme. The focus of this study is to design a hub for business, as well as a facilitator for improving the knowledge of the visitor through information and networks. Specific functional elements were chosen in an attempt to supplement the existing Lanseria airport, in addition to creating an identity for a gateway into area and its surrounds. In accordance with the co-operative nature of the industry, the proposal can become a marketable feature for the developing, expanding airport. This document examines the context of aviation and theatrical explorations into its methods of communications (Chapters 1 – 2); the search for an appropriate site (Chapter 3) and the formation of programme and precedent studies (Chapter 4); leading up to the final design of the Centre and its technological aspects (Chapter 5).

Introdução - Os acidentes de trabalho na construção civil são considerados como graves problemas de saúde pública devido ao grande número de riscos ocupacionais que seus trabalhadores estão expostos. Esses acidentes implicam em elevados custos, e geralmente são analisados por teorias unicausais, as quais limitam a prevenção de acidentes semelhantes, sendo importante um estudo mais ampliado baseado em teorias organizacionais e sistêmicas. Objetivo - Contribuir para o aprimoramento das metodologias de análise de acidente, integrando abordagem organizacional com a teoria do aprendizado expansivo potencializando o protagonismo interno nas organizações. Método - Coleta de dados etnográficos, como entrevistas, observações em situação e análise de documentos referente à obra de construção do aeroporto. Foram entrevistados trabalhadores de diferentes funções e departamentos da empresa, como também duas sessões de Análise Coletiva do Trabalho. Aplicação do Modelo de Análise e Prevenção de Acidentes de Trabalho (MAPA) juntamente com o Modelo de Análise Organizacional do Evento (AOE), que propõem uma abordagem sistêmica do caso foram utilizados, juntamente com os outros dados, como suporte para as sessões do Laboratório de Mudanças (LM). Estas sessões foram planejadas com base na teoria do aprendizado expansivo e no conceito da dupla estimulação. Resultados - A análise do trabalho habitual, da análise de mudanças e de barreiras e da dimensão histórica, vertical e transversal permitiram compreender as causas latentes do acidente, que teve origem em rede de múltiplas falhas em interação (gestão de projeto e de mudanças; gestão de materiais e logística; gestão de terceiras; gestão de emergências; gestão de segurança). A análise histórica mostrou que estes fatores emergiram ao longo do tempo na organização como fruto de decisões gerenciais em diferentes níveis. O aeroporto foi planejado para ser construído em tempo determinado politicamente, e insuficiente e incompatível com a sua complexidade. A escolha da modalidade de contrato em que o consórcio era responsável por todas as fases da obra, foi outro evento histórico crítico, pois permitiu que a obra iniciasse sem o projeto executivo definitivo. Além disso, havia diferentes culturas de empresas trabalhando juntas pela primeira vez em contexto de pressão temporal, com a utilização de terceirização de atividades sem a coordenação necessária. Estas mudanças levaram a manifestações de contradições secundárias, que acabaram levando ao surgimento de anomalias, tais como, retrabalho, acidentes, atrasos, desperdício de recursos. Muitos problemas relativos à construção do aeroporto apareceram nas sessões do LM. O método da dupla estimulação propiciou o engajamento dos atores com a criação de artefatos e modelos, tais como, linha do tempo da obra, círculo vicioso, sistema de atividade que contribuíram para uma visão mais expansiva das contradições que estavam levando a anomalias na obra e criação de possíveis soluções. Conclusão - A metodologia do LM e o uso dos conceitos de aprendizagem expansiva, associados aos conceitos usados no MAPA e na AOE possibilitaram a compreensão das manifestações de contradições e origens sistêmicas do acidente e de outras anomalias na obra, a criação de agência (protagonismo) e o engajamento dos atores bem como, a visualização de soluções preventivas em obras futuras. / Introduction - Work accidents in construction are serious problems at public health due to the large number of occupational risks that their workers are exposed. These accidents involve high costs, and are generally analyzed by unicausal theories, which limit the prevention of similar accidents. It is important a broader study based on organizational and systemic theories. Aim - Contribute at improving the accident analysis methodologies, integrating organizational approach to the theory of expansive learning enhancing the agency inside the organizations. Method Ethnographic data collection such as interviews, observations and analysis of documents related to the airport construction. Workers of different functions and departments of the company were interviewed, as well two sessions of Collective Worker Analysis was applied. Application of Model of Analysis and Prevention of Work Accident (MAPA) along with the Model of Event Organizational Analysis (AOE), which propose a systemic approach to the case. These analysis were used to support the sessions of the Changes Laboratory (CL) which were based on theory of expansive learning and the concept of double stimulation. Results - The analysis of habitual work, the analysis of changes and barriers and analysis of historical, vertical and transverse dimension allowed to understand the accident underlying causes, which was originated in the network of multiple failures in interaction (management of projects and changes; management of materials and logistics; management of outsourcing companies; management of emergencies; safety management). The historical analysis showed that these factors had emerged over time at organization as a result of management decisions at different levels. The airport was planned to be built in time determined politically, and insufficient and inconsistent with its complexity. The choice of the type of contract, which the consortium was responsible for all phases of the construction site, was another critical historical event because it allowed the airport construction initiated without the definitive executive project. Moreover, there were different cultures of companies working for the first time together in time pressure context, with the outsourcing strategy without the necessary coordination. These changes have led to manifestations of secondary contradictions, which eventually led to the emergence of anomalies, such as rework, accidents, delays, waste of resources. Many problems concerning the construction of the airport appeared during CL sessions. The method of double stimulation led to the engagement of actors with the creation of artifacts and models, such as timeline of the construction site, vicious circle and activity system, which contributed to an expansive view of contradictions that were leading to anomalies in this site and creation of possible solutions. Conclusion - The CL and concepts of expansive learning associated with the concepts used at MAPA and AOE provided an understanding of the manifestations of contradictions and systemic origins of the accident and other anomalies at airport construction site; criation of agency and engagement of actors; and also at visualizing preventive solutions in future construction sites.

Nas últimas décadas, o rápido avanço do setor aeroportuário nacional decorrente do crescimento econômico e populacionais expos os gargalos de infraestrutura e da malha aeroviária brasileira ficando os aeroportos limitados a polos habitacionais mais estruturados. O aumento do fluxo de passageiros transportados no setor aéreo neste período tem compelido o planejamento e construção no setor público para a ampliação dos terminais aeroportuários de passageiros denominados no meio aeronáutico como TPS. A observação do impacto e interação entre as decisões do projeto arquitetônico, quantidade e dinâmica das informações, normas e legislação nacional e internacional, que estão constantemente sendo atualizadas e desbalanceadas, geram fatores determinantes no processo projetual e construtivo. A motivação na elaboração desta tese é preencher uma lacuna quanto a escassez de estudos no Brasil que enfoquem especificamente o processo de projeto arquitetônico nos TPS. Para realizar a pesquisa foi utilizado o método Design Science Research (DSR), visando auxiliar projetistas de arquitetura e coordenadores de projeto na gestão de projetos de terminais aeroportuários regionais de passageiros. O desenvolvimento da tese foi baseado na análise de terminais aeroportuários de passageiros domésticos e regionais brasileiros fruto da experiência do autor na área, na revisão bibliografia nacional e internacional deste tipo de edificação. Como resultado foi criado um termo de referência estruturado, para o planejamento do processo de projeto arquitetônico contemplando elementos para gestão de requisitos de programa, do fluxo de projeto, da coordenação e da compatibilização do projeto arquitetônico com os demais projetos específicos, legislações, normas, agentes, instituições, concessões e órgãos públicos fornecendo diretrizes básicas para o processo de projetos de TPS. / In the last decades, the rapid advancement of the national airport sector, due to the economic and population growth, exposed the infrastructure and the Brazilian air transportation route, making the airports limited to the housing poles with better structure. The increase in the transported passenger flow on the airline sector, in this moment, has compelled the planning and construction of the public sector for the expansion of the airport passenger terminals, named in the aeronautical environment as TPS. The observation of the impact and the interaction between the decisions of the architectural design, amount and dynamic of the informations, national and international rules and legislation, which are continually being updated and unbalanced, create determining factors in the design and constructive process. The motivation on the elaboration of this thesis is to fill the gap, regarding the scarcity of studies in Brazil which aim specifically the process of architectural design on the TPS. To make the research the Design Science Research (DSR) method was used, aiming to help architecture designers and design coordinators on the project management of regional airport passenger terminals. The thesis development has been based on the analysis of domestic and Brazilian regional airport passenger terminals, which is a result of the author expertise on the area, on the national and international literature review of this sort of building. A structured terms of reference was created as a result, for the planning of the process of architectural design contemplating elements for the management of program requirements, design flow, coordination and compatibility of the architectural design with the other specific designs, legislation, rules, agents, institutions, concessions, and public agencies, providing basic guidelines for the process of TPS design.