This diploma thesis analyzes the operation of a small airport. It focuses on the status of this airport, on its history, infrastructure, air traffic control and services offered. There is also a comparison of small and large airport.

La mondialisation induit l’émergence du monde comme échelle désormais pertinente pour l’analyse de mobilités en croissance. L’intermodalité-voyageurs entendue comme un système actoriel favorisant les déplacements transcalaires, devient alors l’outil majeur d’un possible changement d’analyse des mobilités. La juxtaposition de réseaux monomodaux fait place à un méta-réseau déployant des interfaces multiples entre petites et grandes échelles. Ce travail à l’échelle mondiale se concentre sur les manifestations intermodales liées à l’accessibilité aéroportuaire. En effet, les aéroports, joignant la petite échelle, le monde, à la grande échelle (la ville, la région ou le quartier), concentrent les enjeux de la mise en place d’un réseau intermodal intégré, érigé en système. Centré sur les plates-formes aéroportuaires dotées du statut de gateway et se déployant uniformément à l’échelle mondiale, ce nouveau méta-réseau ne se concrétise pas. Il apparaît encore largement fragmenté, dominé par des dynamiques d’échelles régionales ou supra-nationales, marquées par une intégration plus ou moins avancée des réseaux-supports et des réseaux-services. L’émergence de tels réseaux provient d’une même matrice : l’imitation (Europe, Amériques) voire le perfectionnement (Asie Orientale), plus ou moins assumés et selon des conditions diverses, du modèle pionnier rhénan. Trois facteurs principaux expliquent la force de ce modèle. Au fondement de son efficacité pratique apparaît le principe de transcalarité, définie comme la capacité des utilisateurs à profiter de toute la capillarité des réseaux. Ce modèle s’appuie également sur une approche systémique et territoriale, favorisant les interactions entre acteurs. Ceux-ci envisagent globalement les besoins du client et l’ensemble de son cheminement. Ce changement d’attitude est rendu possible par l’introduction des règles du marché, troisième facteur de ce modèle. Dès lors, l’intermodalité-voyageurs s’inscrit dans des stratégies de promotion territoriale au sein d’une mondialisation compétitive et inter-métropolitaine. Considérée alors comme un produit, elle génère des interdépendances entre acteurs. La gestion optimale de ces interdépendances fait le succès du système intermodal. Cette recherche met ainsi en évidence la complexité de l’objet intermodalité-voyageurs, à la confluence d’une triple dynamique de mondialité : rétistique et servicielle, discursive et iconique et enfin capitalistique par les firmes. L’intermodalité-voyageurs permet enfin de réfléchir à des concepts-clés de la géographie et des sciences sociales : le lieu, l’individu, le monde. / Globalization sees world as a pertinent scale in the analysis of growing mobilities. Defined as network system, passenger intermodality seeks to improve transcalar trips and is thought as a tool for a new mobility paradigm : from a monomodal networks multiplicity to the meta-network integration, thanks to places of interchange, linking scales. Taking world as a whole, this study is primarily focused on passenger intermodality related to airport ground access. Indeed, airports, linking cities, regions and the world reveal the burning issues and stakes of a potential integrated intermodal network. Thought as a worldwide system, based upon gateway-status airports, this new meta-network doesn’t materialize. Still highly fragmented, dominant dynamics are macro-regional ones, which lead networks and services integration. The networks emergence drifts from a pioneering source : Rhinelander model, either imitated (Europe, Americas) or perfected (Eastern Asia). Three features define this model : making the use of networks easy for users from the start to the end thanks to interchanges. Secondly, actors adopt a broad systemic and territorial viewpoint. Customer’s needs and path are thought as a whole. Third, rules of (de)regulated markets demand innovation. Passenger intermodality is concerned with territorial marketing strategies within a globalization made of competition between metropolises. Regarded as a marketed product, intermodality produces interdependences between system’s actors then discovered. Optimal gestion makes intermodal system success, as proven by german model. At last, we underline complexity of passenger intermodality, linking three facets of globalization : by networks (including services), by speeches and pictures, by entrepreneurial strategies. Passenger intermodality, as a prism for globalization dynamics, is a mean to think of key concepts of geography and social sciences: place, individual, world.

Abraham L. Shushan worked in the shadow of Huey P. Long. Long’s political machine ran on the force of his personality with political power given as a reward to those he considered loyal. Shushan was one such lieutenant who benefited from his unwavering loyalty to Long. Shushan served within the New Orleans political scene helping Long achieve his goals including building the Shushan Airport on the city’s lakefront as well as being instrumental in the construction of the seawall protecting New Orleans along the shoreline of Lake Pontchartrain. By the time he started working for Long, Shushan was already a fixture in New Orleans politics serving on the Orleans Levee Board since 1920. A man of ambition and skill, Huey Long chose Shushan for his political acumen. Shushan’s work for Long cost him his career during the period of “scandal and reform” following the fallout after Long’s assassination in 1935.

Au cours des dernieres decennies, la demande de trafic au niveau des aeroports a augmente regulierement a tel point que le trafic au sol est devenu critique pour la securite et l'efficacite des operations aeroportuaires. Cette these propose une approche a deux niveaux pour l'analyse et l'optimisation du trafic avion au sol sur les aeroports. Elle est divisee en trois parties: - La premiere partie introduit la problematique generale et son environnement - La deuxieme partie traite la gestion a moyen terme du trafic au sol des avions. Une approche globale pour estimer la capacite theorique et la capacite pratique du trafic avion est proposee. Celle-ci met en Suvre une approche d'optimisation du flux dans un reseau qui conduit a la formulation de differents problemes de programmation mathematique - La troisieme partie traite du niveau tactique et une approche adaptative est developpee pour definir les routes et les horaires associes aux mouvement d'arrivee ou de depart des avions. Une approche de resolution operationnelle est alors proposee.

Deregulation of the airlines in the United States spawned a free-for-all system which led to a variety of agents within the aviation system all seeking to optimize their own piece of the aviation system, and the net result was that the aviation system itself was not optimized in aggregate, frequently resulting in delays. Research on the efficiency of the system has likewise focused on the individual agents, primarily focusing on the municipalities in an economic context, and largely ignoring the consumer. This paper develops the case for a systemic efficiency measurement which incorporates the interests of the airlines and the consumers with those of the airport operating municipalities in three different Data Envelopment Analysis (DEA) models: traditional Charnes-Cooper-Rhodes and Banker-Charnes-Cooper models, and a Directional Output Distance Function model, devised and interpreted using quality management principles. These models were combined to allow the resulting efficiencies of the operating configurations of the given airport to predict the efficiency of the associated airport. Based upon regression models, these efficiency measurements can be used as a diagnostic for improving the efficiency of the entire United States airspace, on a systemic basis, at the individual airport configuration level. An example analysis using this diagnostic is derived in the course of the development and description of the diagnostic and two additional case studies are presented.

The expected rise in aviation demand requires the reduction of the environmental impacts that impede this desired growth, such as fuel burn, emissions, and airport noise. A number of current technology programs attempt to identify, evaluate, and select the environmental technology solutions for the coming decades. Fleet-level evaluation will be essential to deciding between various technology options because it provides a system-level assessment that clarifies the effect of operational and policy variables. Fleet-level modeling in general, introduces various complexities, and detailed fleet-level models require significant time and computing resources to execute. With a large number of potential technology options available for assessment, a full detailed analysis of the technology space is infeasible. Therefore, a simplified fleet-level environmental evaluation methodology is required to select scenarios to carry forward for detailed modeling. Capabilities such as the Global and Regional Environmental Aviation Tradeoff (GREAT) tool, have achieved rapid simplified fleet-level analysis for fuel burn and emissions, but currently lack a satisfactory generic framework to evaluate fleet-level noise. The primary objective of this research is to formulate and implement a generic fleet-level noise methodology that allows decision makers to analyze the fleet-level impact of many technology scenarios on the quantity of noise, and also its distribution about certain airport types. This information can be leveraged to provide screening assessments of technology impacts earlier in the decision-making process, reserving more sophisticated modeling techniques for the most promising scenarios. The capability gaps identified are addressed by the development of a rapid generic fleet-level noise model that captures basic airport noise contour shape and contour area, a categorization of airports with respect to their operational and infrastructure characteristics, and the development of shape metrics that enable rapid classification and comparison of contour shapes. Once the capability gaps were addressed, the resultant System-Wide Assessment of Noise (SWAN) methodology was implemented via use cases to demonstrate the application of the methodology, examining the introduction of a set of possible near-term (N+1) future technologies into the forecast. While these examples are simplified and notional, they demonstrate the types of analyses and investigations that can be performed with the SWAN methodology, providing answers regarding the impact of technologies on contour shapes. The development, verification, validation, and demonstration of these capabilities complete a framework for evaluating fleet-level noise at the screening-level that retains the ability to capture and effectively discuss shape information beyond the capability of current screening-level noise evaluation techniques. By developing a rapid generic fleet-level noise model, a set of Generic Airports, and metrics that objectively quantify and describe shape, decision-makers can access greater levels of information, including the critical facet of contour shape in fleet-level airport noise.

An expert system is useful when conventional programming techniques fall short of capturing human expert knowledge and making decisions using this information. In this study, we describe a framework for capturing expert knowledge under a decision tree form and this framework can be used for making decisions based on captured knowledge. The framework proposed in this study is generic and can be used to create domain specific expert systems for different problems. Features are created or processed by the nodes of decision tree and a final conclusion is reached for each feature. Framework supplies 3 types of nodes to construct a decision tree. First type is the decision node, which guides the search path with its answers. Second type is the operator node, which creates new features using the inputs. Last type of node is the end node, which corresponds to a conclusion about a feature. Once the nodes of the tree are developed, then user can interactively create the decision tree and run the supplied inference engine to collect the result on a specific problem. The framework proposed is experimented with two case studies / &quot / Airport Runway Detection in High Resolution Satellite Images&quot / and &quot / Urban Area Detection in High Resolution Satellite Images&quot / . In these studies linear features are used for structural decisions and Scale Invariant Feature Transform (SIFT) features are used for testing existence of man made structures.

Interval uncertainty affects our decision making activities on a daily basis making the data structure of intervals of real numbers more and more popular in theoretical models and related software applications. Natural questions for people or businesses that face interval uncertainty in their data when dealing with cooperation are how to form the coalitions and how to distribute the collective gains or costs. The theory of cooperative interval games is a suitable tool for answering these questions. In this thesis, the classical theory of cooperative games is extended to cooperative interval games. First, basic notions and facts from classical cooperative game theory and interval calculus are given. Then, the model of cooperative interval games is introduced and basic definitions are given. Solution concepts of selection-type and interval-type for cooperative interval games are intensively studied. Further, special classes of cooperative interval games like convex interval games and big boss interval games are introduced and various characterizations are given. Some economic and Operations Research situations such as airport, bankruptcy and sequencing with interval data and related interval games have been also studied. Finally, some algorithmic aspects related with the interval Shapley value and the interval core are considered.

This thesis is focused on airport departure operations; its objective is to assign a value to surface surveillance information within a collaborative framework. The research develops a cooperative concept that improves the control of departure operations at busy airports and evaluates its merit using a classical and widely accepted airport departure model. The research then assumes departure operations are collaboratively controlled and develops a stochastic model of taxi operations on the airport surface. Finally, this study investigates the effect of feeding back different levels of surface surveillance information to the departure control process. More specifically, it examines the environmental and operational impact of aircraft surface location information on the taxi clearance process. Benefits are evaluated by measuring and comparing engine emissions for given runway utilization rates.

Der stetig steigende Flugverkehr führt zu Kapazitätsengpässen an vielen Großflughäfen. Die Möglichkeit des Ausbaus ist häufig aufgrund von Arealmangel und Widerstand aus der Bevölkerung (zumeist durch Umweltgesichtspunkte motiviert) nicht realisierbar. Ein Ausweg bietet hier die Kooperation mehrerer Flughäfen. So kann ein in der Nähe eines Großflughafens angesiedelter Regionalflughafen als zusätzliche Runwaygenutzt werden. Ausschlaggebend hierbei sind die landseitigen Anbindungen beider Flughäfen. Beide müssen zusammen annähernd wie ein Flughafen operieren. Der Optimierung dieses Systems kooperierender Flughäfen widmet sich die vorliegende Arbeit. Es werden zwei Szenarien näher untersucht und bewertet: Konventionelle S-Bahn-Verbindung unter Ausnutzung der vorhandenen Infrastruktur und mit einem fixen Fahrplan (traditioneller Betrieb) Verbindung unter Nutzung einer vollautomatischen Bahn mit bedarfsabhängiger Anpassung der Taktrate Die Modellierung erfolgt hierbei durch eine makroskopische Simulation auf der Basis des SYSTEM DYNAMICS Zugangs nach Forrester. Dieser zeichnet sich besonders durch seine prozessnahe Darstellung aus. In dieser Arbeit wird die Anwendbarkeit von SYSTEM DYNAMICS auf die Modellierung von Passagierströmen an Verkehrsknoten nachgewiesen, die Passagierverzögerung bei der Verknüpfung von Flughäfen ermittelt und der Ressourcenverbrauch, d.h. der Bedarf an Betriebsmitteln für die Verbindung bestimmt. / Steadily increasing air traffic leads to capacity problems at many major airports. In most cases it is not possible to enlarge the airport due to lack of area or resistance of the population (mainly motivated by environmental aspects). One way out is the cooperation of airports. It can be possible to use a smaller airport in the vicinity of a major airport as an additional runway. In this case the land-side connections between both airports are very important. The two airports have to operate like one big airport. This work deals with the optimization of the system of cooperating airports. Two scenarios are analyzed and rated in more detail: Conventional railway connection with utilization of existing infrastructure and with a fixed time table (traditional operational regime) Connection with an automated people mover with demand control schedule For macroscopic modeling the SYSTEM DYNAMICS approach by Forrester is used. The main feature is a very good real world representation. This work shows the applicability of SYSTEM DYNAMICS for modeling passenger flows at traffic junctions, calculates the passenger delay, which occurs between connected airports and specifies the consumption of resources, i.e. equipment necessary for the connection.