abstract / toc / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

Thèse numérisée par la Division de la gestion de documents et des archives de l'Université de Montréal.

This research seeks to connect the philosophical focus of the agency-structure debate with the practice of management through a comparative study of organisational decision-making in situations involving stakeholder consultation. Set in the context of decision-making following an airport master plan consultation, the study considers how the stakeholder framework can be integrated within institutional theory using institutional logics as a theoretical link between these two literatures. This thesis, which adopts a critical realist perspective, takes a comparative case approach of four airports, each owned in different ways. Interviews with airport managers are supplemented by discussions with stakeholders and industry experts. Two sets of a priori themes were identified from the literature. The first focuses on the institutional logics prevailing in the field and their influence on managers as they make decisions. The second considers four decision-making strategies managers might employ in this situation. Findings centre on the causal powers acting upon airport managers as they make their decisions. Whilst normative isomorphic pressure enables stakeholder consultation, the coercive pressure on the decision-making process deriving from English planning law, the adversarial and oscillating nature of Central Government policy, and a mimetic response to the nature of local authority development plans constrain the actions of airport managers. Indeed, the current bureaucratic form of capitalism limits stakeholder contribution to final master plans. This research makes four main contributions: Firstly, reflecting upon the agency-structure debate from a critical realist perspective has facilitated development of a model integrating the stakeholder framework within institutional theory. Secondly, it improves our understanding of how stakeholder contribution is managed in master planning. Thirdly, the study adds to the growing body of work that employs a critical realist perspective. Lastly, since reconciling conflicting stakeholder opinions may well be of vital importance to the future of the UK’s airport infrastructure, this work has practical significance for airport managers, government policy-makers and stakeholders as they strive to formulate worthwhile airport consultations.

The United States Weather Bureau had published Technical Paper No. 40 (TP-40) in 1961 which provides a rainfall atlas for the United States. These rainfall frequencies have been used by engineers throughout the United States including Jefferson Parish, Louisiana. Rainfall from Audubon and the New Orleans International Airport rain gauge stations were used with the Log Pearson Method to provide rainfall frequency for Jefferson Parish, Louisiana. The results from the frequency rainfall that were developed for this research along with the current Jefferson Parish design storm rainfall were applied to a typical urban development to evaluate the extent of flooding.

Ziel dieser Studie, die auf Anregung des BUND entstand, ist es, zu fünf Fragen Stellung zu nehmen, die für die Gestaltung einer nachhaltigen und effizienten Luftverkehrsentwicklung in Deutschland wichtig sind. 1. Welche Kapazität haben die Bahnensysteme der drei großen Flughäfen Berlin (BER), München und Düsseldorf? Müssen diese Flughäfen um weitere Bahnen vergrößert werden oder reicht ihre Kapazität aus? 2. Welche flughafenrelevanten Trends bestimmen den Luftverkehr in Deutschland? Muss man den aktuellen Forderungen der Luftverkehrswirtschaft folgen oder gibt es auch Anzeichen für alternative Entwicklungen, die nachhaltiger sind und zu effizienteren Lösungen führen? 3. Wie gut und verlässlich sind Prognosen der Luftverkehrswirtschaft? Muss man diese Prognosen hinnehmen oder gibt es Anhaltspunkte dafür, dass sie systematisch unzuverlässig sind? 4. Wie sind die wirtschaftlichen Perspektiven der Flughäfen? Warum erzielen so viele Flughäfen Verluste? Was kann getan werden, um die Verluste zu verringern? 5. Welche Erfahrungen gibt es mit Flughafenkooperationen? Müssen Flughäfen immer alleinstehende Unternehmen darstellen oder gibt es Beispiele für gelungene kooperative Lösungen? Die Studie beleuchtet historische Erfahrungen, stellt aktuelle Entwicklungen vor und zieht Schlussfolgerungen für eine zukunftsfähige Luftverkehrspolitik in Deutschland. Drei wesentliche Aspekte dabei sind eine marktgerechte Internalisierung externer Effekte des Luftverkehrs, eine verstärkte Kooperation von Flughäfen in Deutschland und eine weitere Marktöffnung des deutschen Marktes für ausländische Wettbewerber. Großer Dank wird den Mitgliedern der Forschungsgruppe Luftverkehr geschuldet, die wertvolle Informationen beigetragen haben, ohne die diese Studie nicht hätte entstehen können. / The aim of the study is to discuss five aspects of the German aviation system which are debated intensely in Germany. The first aspect is the problem of the capacity of airports. There are several airports with two runways. The question arose what is the capacity of these airports? Some wanted to add third ones to cope with future growth while others argued the capacity would be sufficient for the foreseeable future. This leads to the second aspect which covers the trends that dominate the further development of the German aviation markets. The latter will be shaped by the competition between various airlines and various airports. Especially important will be the new competition between old airports in Europe and new ones in Istanbul, Dubai or Abu Dhabi. Equally important is the question, how good forecasts of future growth of airports are (third aspect). Studies delivered by airports themselves show a systematic overestimation of their own growth. This leads to the fourth aspect, i.e. to the question of the economic situation of small and large airports in Germany. We have to ask, why there are so many small airports with losses. Last but not least the following topic has to be discussed: could more cooperation between large and small airports solve the difficult economic situation of the small ones without hindering the large ones? International examples are being analysed. The study concludes with a proposal for the further development of the German aviation system.

Airport pavements and longitudinal elevation profiles, in conjunction with the aircraft, form a system where vertical displacements are produced that can compromise their performance. Rough pavements are generally responsible for the occurrence of dynamic responses such as vertical accelerations and pavement loads that affect the aircraft, increase stopping distance and difficult to read the cockpit instrumentation. To approach this problem, the International Roughness Index (IRI) and the Boeing Bump Index (BBI) are currently used to quantify airport pavement roughness and to identify sections that need maintenance and rehabilitation (M&R) activities. However, such indices were developed only based on the dynamic responses of an automobile at 80 km/h to the irregularities of road pavements, and from the physical characteristics of the irregularities, respectively, without considering the effect of the aircraft dynamic response. In addition, current critical limits for IRI and BBI can misjudge the real condition of the pavement. This research aims to evaluate the effect of airport pavement roughness on aircraft dynamic response in terms of vertical accelerations at the aircraft cockpit (VACP) and at the center of gravity (VACG), as well of dynamic loads at the nose, main and rear landing gear (NGPL, MGPL, and RGPL), which may compromise the aircraft safety and the pavement performance. The ProFAA software was used to compute both indices and to simulate the responses of 4 representative aircraft traversing 20 runway profiles at 10 operational speeds varying from 20 to 200 knots (37 to 370 km/h). Statistical comparisons and regression analyses between roughness indices and dynamic responses were carried out. Principal results indicated that VACP was 50% higher than VACG and that NGPL was approximately 80% higher than MGPL. In addition, it was observed that VACP exceeds 0.40 g when the IRI is higher than 3.7 m/km and that NGPL doubles the static load when the IRI is higher than 3.3 m/km. A case study presented to compare these limits shown that decision-making based on the dynamic response of the aircraft can bring significant differences in the number and quality of M&R activities. / Os pavimentos aeroportuários e os perfis de elevação longitudinal, em conjunto com as aeronaves, formam um sistema onde são produzidos deslocamentos verticais que podem comprometer seu desempenho. Pavimentos irregulares são geralmente responsáveis pela ocorrência de respostas dinâmicas como acelerações verticais e carregamentos no pavimento que podem danificar a aeronave, aumentar a distância de parada e dificultar a leitura dos instrumentos de navegação na cabine dos pilotos. Para abordar esse problema, os índices International Roughness Index (IRI) e Boeing Bump Index (BBI) são utilizados atualmente para quantificar a irregularidade longitudinal dos pavimentos aeroportuários e identificar seções que demandem atividades de manutenção e reabilitação (M&R). No entanto, tais índices foram desenvolvidos apenas com base nas respostas dinâmicas de um automóvel a 80 km/h às irregularidades dos pavimentos rodoviários e a partir das características físicas das irregularidades, respectivamente, sem considerar o efeito da resposta dinâmica das aeronaves. Ainda, os limites críticos atuais para IRI e BBI podem subestimar a condição real do pavimento. Esta pesquisa objetiva avaliar o efeito da irregularidade longitudinal na resposta dinâmica das aeronaves em termos de acelerações verticais na cabine dos pilotos (VACP) e no centro de gravidade (VACG) assim como os carregamentos no trem de pouso de nariz, principal e traseiro (NGPL, MGPL e RGPL, respectivamente), que podem comprometer a segurança das aeronaves e o desempenho do pavimento. O software ProFAA foi utilizado para calcular os dois índices e para simular as respostas de 4 aeronaves representativas operando 20 pistas de pouso e decolagem em 10 velocidades de operação variando de 20 a 200 nós (37 a 370 km/h). Comparações estatísticas e análises de regressão entre índices e respostas dinâmicas foram realizadas. Os principais resultados indicaram que VACP foi 50% maior do que VACG e que NGPL foi aproximadamente 80% maior do que MGPL. Além disso, observou-se que VACP ultrapassa 0,40 g quando o IRI está acima de 3,7 m/km e que NGPL dobra a carga estática quando o IRI está acima de 3,3 m/km. Um estudo de caso apresentado para comparar esses limites indicou que a tomada de decisão baseada na resposta dinâmica das aeronaves pode trazer diferenças significativas na quantidade e qualidade das atividades de M&R.

Submitted by SBI Biblioteca Digital (sbi.bibliotecadigital@puc-campinas.edu.br) on 2018-04-10T13:16:10Z No. of bitstreams: 1 RITA MARIA CUNHA LEITE COENTRO.pdf: 1945020 bytes, checksum: beca7021135b0e326146e966de9ebf74 (MD5) / Made available in DSpace on 2018-04-10T13:16:10Z (GMT). No. of bitstreams: 1 RITA MARIA CUNHA LEITE COENTRO.pdf: 1945020 bytes, checksum: beca7021135b0e326146e966de9ebf74 (MD5) Previous issue date: 2017-12-11 / At airports, one of the great challenges is to combine social, cultural and economic development, important to the country, and to mitigate the impacts caused by their implementation and operation. In this sense, the integrated management of solid waste is approached in this work, in order to bring, through a matrix of sustainability indicators, trends in the current scenario and sustainable development. The legislation used is characterized by considering the nature of the solid waste of Airports as dangerous to human health, so it is exclusive for this type of equipment and it has ANVISA as regulatory and oversight agency. The Congonhas Airport in S?o Paulo was chosen as a case study, since it is currently the largest in transit and revenue network in INFRAERO's Airports network and that, after the last update of PGRS, it has developed generation mechanisms focused on the reduction, reuse and recycling ofwaste, has shown significant results. Personally, since I was working at this airport during the period of updating the plan, I had contact with the diagnosis and follow-up of the actions developed. Some topics are rich in discussion, due to the small existence of literature referring to airports ofthe size ofCongonhas. The Congonhas Airport Solid Waste Management Plan is the main information source for this research. The management actions of the signed contracts and management actions are diagnosed to ensure the effectiveness of the health of passengers, users and society itself, with a focus on reducing these impacts. Through the analysis of the various dimensions of sustainability, and using the applicable methodology the full costs, the trends ofthe Congonhas Airport in sustainable development are evaluated, as well as the strengths and weaknesses that deserve attention in order to arrive at the best practices to reduce waste to landfills with incentives for recycling. In order to identify the best global practices regarding the Integrated and Sustainable Management of Solid Waste, a comparative study is carried out between the US, Europe and Congonhas Airport. / Em aeroportos, um dos grandes desafios ? aliar o desenvolvimento social, cultural e econormco, importantes para o pa?s, e a mitiga??o dos impactos causados por sua implanta??o e opera??o. Nesse sentido, a gest?o integrada de res?duos s?lidos ? abordada neste trabalho, de forma a trazer, atrav?s de uma matriz de indicadores de sustentabilidade, as tend?ncias no cen?rio atual e de desenvolvimento sustent?vel. A legisla??o utilizada se caracteriza por considerar a natureza do res?duo s?lido de Aeroportos como perigosa ? sa?de humana, por isso ? exclusiva para esse tipo de equipamento e tem a ANVISA como ?rg?o regulador e fiscalizador. Foi escolhido o Aeroporto de Congonhas em S?o Paulo, como estudo de caso, por ser hoje na rede de Aeroportos da INFRAERO o maior em movimento e receita, e que, ap?s a ?ltima atualiza??o do PGRS ter desenvolvido mecanismos de gera??o com foco na redu??o, reutiliza??o e reciclagem dos res?duos, tem apresentado resultados significativos. Por estar trabalhando nesse aeroporto durante o per?odo de atualiza??o do referido plano, a autora teve contato com o diagn?stico e acompanhamento das a??es desenvolvidas. Alguns t?picos d?o ?nfase nas discuss?es, pela pequena exist?ncia de literatura referente a aeroportos do porte de Congonhas. Afim de identificar as melhores pr?ticas mundiais quanto a Gest?o Integrada e Sustent?vel de Res?duos S?lidos, realiza-se um estudo comparativo entre os Aeroporto dos EUA, Europa e o Aeroporto de Congonhas. O Plano de Gerenciamento de Res?duos S?lidos do Aeroporto de Congonhas ? a fonte de informa??es principal desta pesquisa. S?o diagnosticadas as a??es de gest?o dos contratos firmados e a??es gerenciais que visam garantir a efetividade quanto a sa?de dos passageiros, usu?rios e a pr?pria sociedade, com foco na redu??o desses impactos. Atrav?s da an?lise das diversas dimens?es de sustentabilidade, e utilizando a metodologia aplic?vel dos custos completos, s?o avaliadas as tend?ncias do Aeroporto de Congonhas quanto ao desenvolvimento sustent?vel, bem como identificados os pontos fortes e fracos, que merecem aten??o para atingir as melhores pr?ticas para redu??o do envio dos res?duos a aterros sanit?rios, com incentivo ? reciclagem.

Made available in DSpace on 2016-04-04T18:21:45Z (GMT). No. of bitstreams: 1 PAULO DOMINGOS DE SOUZA.pdf: 5498768 bytes, checksum: 00fcd7cfc476fc9686f442566924c619 (MD5) Previous issue date: 2008-05-26 / The sketched objective in this research is fundamentally to analyze the socio-environmental aspects that involves the expansion of the International Airport of Viracopos and its possible impacts. Understanding the State s Decrees processes as they occurred resulting in dispossessing the area with a purpose of enlargement of the airport, also they were being constituted and readjusted according to the urban evolution of the city of Campinas and involving them in a more comprehensive roll in the regional level - RMC - Regi?o Metropolitana de Campinas -and also nationally in economic terms, even though when inserted in a globalized world. To attempt for the modifications of its boundaries, the public policies established and the roll of his agents to social actors. We would not be able to leave off an essential discussion about historical aspects to the comprehension of as it gave the evolution of a very important metropolis in technological and scientific level. The city evolved, as well as evolved the mechanisms of incorporation of the urban space, even though some principles have been disfigured. The socio-environmental aspects are discussed in a investigative perspective and also a comprehensive one, trying to recognize the actions of "all of the sides" and the possible actions to diminish such impacts. In a world where sustainability versus economic development are discussed more and more, we are hoping to have contributed for that to be thoughtful with bigger intensity about the persons and their lives, as well as the environment in its broader sense, however with a critic and realistic sense. / O objetivo tra?ado nesta pesquisa ? fundamentalmente analisar os aspectos s?cio ambientais que envolvem a expans?o do Aeroporto Internacional de Viracopos e seus poss?veis impactos. Compreender como se deram os processos decorrentes dos Decretos Estaduais com o fim de desapropria??o da ?rea com prop?sito de amplia??o do aeroporto, e como foram sendo constitu?dos e readequados de acordo com a evolu??o urbana da cidade de Campinas e envolvendo-os em um papel mais abrangente em n?vel regional - RMC - Regi?o Metropolitana de Campinas, Nacional e em termos econ?micos at? mesmo em n?vel mundial. Atentar para as modifica??es de seu entorno, as pol?ticas p?blicas estabelecidas e o papel de seus agentes a atores sociais. N?o poder?amos deixar de discutir aspectos hist?ricos, essenciais ? compreens?o de como se deu a evolu??o de t?o importante metr?pole em n?vel cient?fico e tecnol?gico. A cidade evoluiu, assim como evolu?ram os mecanismos de incorpora??o do espa?o urbano, mesmo que para isso alguns princ?pios tenham sido desfigurados. Os aspectos s?cioambientais s?o discutidos em uma perspectiva investigativa e abrangente, tentando reconhecer a a??o de "todos os lados" e as a??es poss?veis para minorar os impactos. Em um mundo onde cada vez mais se discute sustentabilidade versus desenvolvimento econ?mico, esperamos ter contribu?do para que haja maiores reflex?es, sobre as pessoas e a vida urbana, assim como o meio ambiente em seu sentido mais amplo, em uma perspectiva cr?tica e realista.

A presente pesquisa objetiva contribuir para a implantação de Sistemas de Gerência de Pavimentos Aeroportuários (SGPA), tendo por base um estudo de caso desenvolvido no Aeroporto Estadual de Araraquara-SP Bartolomeu de Gusmão. Foi criado um banco de dados informatizado, através do FAA PAVEAIR, programa computacional de gerência de pavimentos aeroportuários disponibilizado pelo FAA (Federal Aviation Administration), que permitiu o armazenamento de toda informação inerente aos pavimentos do complexo aeroportuário e a determinação, com base no método PCI (Pavement Condition Index), da condição atual da pista de pousos e decolagens, da pista de rolagem e do pátio de aeronaves. Os resultados mostraram que o aeroporto de Araraquara apresenta condição regular de operação, indicada por um PCI médio de 67, e que os principais defeitos encontrados foram desagregação das partículas da mistura asfáltica, trincas transversais e, principalmente, trincas longitudinais. Por conseguinte, foram planejadas intervenções de manutenção e reabilitação, de modo a evitar situações que levassem ao comprometimento geral da condição dos pavimentos e, por consequência, a um aumento significativo dos custos de conservação. A melhor estratégia, se aplicada ao longo dos vinte anos de período de projeto, resultaria em um valor de PCI médio igual a 77, correspondente a boas condições de operação. Dessa forma, o estudo de caso desenvolvido contribuiu, com um exemplo completo, para a implantação de um SGPA em nível de rede e, mais ainda, para o desenvolvimento de um SGPA integral para a rede de aeroportos de administrações aeroportuárias de pequeno, médio e grande portes no Brasil, o que deve ser precedido pela elaboração de legislação específica que exija a aplicação efetiva de técnicas de manutenção que prolonguem a vida útil dos pavimentos, especialmente devido ao aumento da demanda por transporte aéreo e à necessidade de modernas e potentes aeronaves, que requerem, cada vez mais, melhores condições funcionais e estruturais das pistas de pousos e decolagens e dos pátios de aeronaves dos aeroportos. / This research aims to contribute to the implementation of Airport Pavements Management Systems (SGPA), based on a case study developed at the Araraquara State Airport Bartolomeu de Gusmao, in the State of Sao Paulo, Brazil. A computerized database was created, using the FAA PAVEAIR, an airport pavement management computer program provided by the FAA (Federal Aviation Administration), which allowed the storage all information inherent to the airport complex facilities and determining, based on the method of PCI (Pavement Condition Index), the current condition of the runway, taxiway and apron. The results showed that the airport presents regular operating condition, indicated by an average PCI of 67, and that the main defects found were raveling, transverse cracks and mainly longitudinal cracks. Therefore, maintenance and rehabilitation operations are planned so as to avoid situations that could lead to impairment of the general condition of the pavement and, consequently, a significant increase of maintenance costs. The best strategy, if applied over the twenty-year project period, would result in average PCI value of 77, corresponding to good operating condition. Thus, the case study developed contributed with a complete example, for the implementation of a SGPA network-level and even more so for the development of a comprehensive SGPA to the airport network of administrations of small, medium and large airports in Brazil, which should be preceded by the enactment of specific legislation that requires the effective application of maintenance techniques that prolong the life of pavements, especially due to increased demand for air transport and the need for modern and powerful aircraft, requiring increasingly, better functional and structural conditions of runways and aprons.

A presente pesquisa teve por objetivo principal levantar o potencial socioambiental e didático de uma unidade de conservação (UC) - reserva florestal do Morro Grande - Cotia, SP, local em que se encontra o sistema Alto-Cotia de captação de água para abastecimento público. O rio Cotia pertence à bacia hidrográfica do Alto Tietê (Cotia - Guarapiranga), atravessa as cidades de Cotia e Jandira e deságua no rio Tietê, no município de Carapicuíba. Para avaliar o potencial da área para o desenvolvimento de programas de educação ambiental (EA) foi realizado um levantamento das concepções de EA e da percepção ambiental em relação à UC de uma parcela de educadores que atuam na rede municipal de ensino de Cotia. A tomada de dados destes aspectos se deu por meio de um questionário e o levantamento de fatos importantes ocorridos na história local, através de análise documental e entrevista. Dentre os fatos mais relevantes nos deparamos com a polêmica proposta de construção de um novo aeroporto para a cidade de São Paulo no município de Cotia, na década de setenta. Em reação a esta proposta constituiu-se um movimento considerado o berço do movimento ambientalista no estado de São Paulo, e que teve como um de seus participantes mais ativos o professor Dr. Aziz Ab\'Saber, residente em Cotia. Na pesquisa realizada junto aos educadores concluiu-se que as práticas de EA são incipientes e que pouco tem sido realizado em relação à formação continuada em EA. Ficou clara a necessidade de oferecer oportunidades de formação nesta área principalmente no tocante aos fatos importantes ocorridos no município, à exploração de lugares históricos, cênicos e de interesse ecológico com grande potencial para o desenvolvimento de trabalhos práticos. Neste sentido foram elaboradas algumas propostas para as instituições ligadas diretamente à UC, com o objetivo de minimizar as conseqüências negativas da expansão urbana no seu entorno, por meio de processos participativos, envolvendo as comunidades vizinhas, os órgãos governamentais e organizações não-governamentais, que muito têm a contribuir na conservação da reserva florestal do Morro Grande e para a elevação da qualidade de vida das comunidades locais. / The present work has the objective of define the didactic and socioenvironment potential of a conservation unity (CU) - forest reserve of Morro Grande - Cotia, SP, where is located the Alto-Cotia public water collection system. Cotia river is part of the high Tietê hydrographical basin (Cotia - Guarapiranga). It crosses the cities of Cotia and Jandira to empty into the Tietê river, in the Carapicuíba city. In order to evaluate the area\'s potential to the development of environmental education (EE) programs a survey was done with the educators of the Cotia united school district. This survey aimed to capture the environmental perception related to the CU and the view of EE. The research data was obtained from the survey\'s questionnaire; a review of the important facts of the local history; a documental analysis; as well as interviews. One of the most relevant facts we faced was the polemical proposal for the construction of the São Paulo city airport in the city of Cotia during the seventies. In reaction to this proposal an environmental movement was established having among its most active members Prof. Aziz Ab\'Saber, a Cotia city resident. Later this movement was known as the precursor of the environmental movement in the state of São Paulo. From the educators survey it can be inferred that the EE practices are incipient and few actions have been performed towards the continued formation in EE. It is clear the need to offer formation opportunities in this area, in special regarding the important historic facts of the city, the exploration of places with historic, scenic, and ecological interest with considerable potential for the development of practical work. For this purpose policies were designed for the institutions directly linked to CU, with the objective of minimizing the negatives consequences of the urban expansion around its surrounding areas, by means of participative processes involving neighbour communities, governmental agencies, and non-governmental organizations, which much can do towards the conservation of the forest reserve of Morro Grande and to the increase of the local communities quality of life.