The theme of this thesis is the air transport and its dramatic and dynamic development in the last twenty years. The key driving force behind this change was the deregulation of air agreements and liberalization of international markets, which took place in the seventies in the USA and in the nineties in Europe. This work addresses specific and general effects of deregulation and the development of air transport industry and aims to identify and analyze changes of its structures in space and time. One of the major and direct impacts and consequences of deregulation is that the free market allowed the emergence of new low-cost airlines, which significantly changed the structure and trends of air transport. The changes allowed for greater mobility of people, goods and capital, and also caused a partial change in consumer behaviour of individuals and institutions, and even more interconnected global economy. The source of data and information are primarily articles in professional journals written in English. Knowledge from particular analysis and research approaches to air traffic from the first part of this work is confronted with empirical research. This was based on the statistical data of air traffic in Germany, for each airport from 1991 to 2010 and verified the theoretical concepts of the general...

No description available.

L'hydrogène est l'un des vecteurs énergétiques les plus prometteurs dans la recherche d'un mix énergétique plus durable. Plusieurs études et feuilles de route ont été réalisées sur le potentiel d'une économie « hydrogène » et ont identifié que même si de nombreuses technologies requisessont déjà disponibles aujourd'hui, le déploiement d'infrastructures hydrogène constitue la tâche la plus difficile de son développement, dont la mesure où on doit atteindre des coûts compétitifs et avoir l'acceptation du marché. La conception de la chaîne logistique de l’hydrogène (HSC), enparticulier à des fins de mobilité, implique une série de décisions importantes à différents niveaux (sources d'énergie, production, transport et stockage) et peut être considérée comme un problème multi-échelle et multi-période avec plusieurs parties prenantes. L'objectif de ce travail est de proposer un cadre méthodologique pour aborder le problème de conception de la HSC de manière complémentaire au travail proposé dans le travail de doctorat de (Sofia de Leon Almaraz, 2014) dans lequel une formulation multi-objectif a été mise en œuvre via la méthodologie - contrainte pour obtenir le front de Pareto, en optimisant trois objectifs en même temps : le coût journalier total, le potentiel de réchauffement global et un indice de risque de sécurité. Une analyse de sensibilité basée sur un plan d'expérience en utilisant les méthodes de plan factoriel et surface de réponse a été réalisée pour identifier les principaux paramètres (facteurs) et leur interaction affectant le critère économique, soit le coût journalier total (TDC) (réponse), englobant les coûts capitaux et opérationnels. Cette analyse de sensibilité souligne que la demande est de loin le paramètre le plus important qui conditionne fortement le critère TDC, de sorte que davantage d'efforts sont nécessaires pour modéliser l'incertitude de la demande de façon homogène. Dans la formulation initiale de la conception de la HSC, la taille du problème liée au nombre de variables binaires conduit souvent à des difficultés pour résoudre le problème. Dans ce travail, le potentiel des algorithmes génétiques (GA) via une variante de NSGA-II est exploré pour faire face à la formulation multi-objectif, afin de produire automatiquement le front de Pareto. La formulation du modèle a ensuite été étendue pour tenir compte de l'incertitude de la demande, ce qui donne plus de robustesse à l'approche proposée. Deux études de cas soutiennent cette analyse : d'abord au niveau régional, les résultats de la conception de la HSC pour l'ancienne région Midi-Pyrénées obtenus avec les deux modèles sont comparés. Les solutions obtenues par GA présentent le même ordre de grandeur que celles obtenues avec MILP (Programmation Linéaire en Nombres Entiers) dans le problème mono-critère, mais de meilleures solutions de compromis sont produites dans la formulation multi-objectif et des résultats plus flexibles sont obtenues avec la modélisation de l’incertitude de demande. Puis l’écosystème aéroportuaire, Tarbes-Lourdes, a été étudié : l'infrastructure aéroportuaire est une étude de cas intéressante, car un aéroport est une source d'émissions qui affectent le climat à cause des émissions générées par les activités faites à l'intérieur et à l'extérieur du périmètre de l'aéroport, liées à l’opération et utilisation de l’aéroport. Enfin, une analyse post-optimale sur une solution de compromis de la HSC est réalisée sur la base d'une évaluation sociale, via deux analyses coûts-bénéfices (CBA) d'un point de vue social (SCBA) et gouvernemental (subventions et taxes), montrant que l'incorporation d'externalités aide à financer une proportion importante des coûts. L'approche SCBA pour le déploiement de l'hydrogène intègre les avantages sociétaux induits à travers la réduction des émissions de gaz à effet de serre, la réduction de la pollution atmosphérique mais aussi les coûts sociaux par l'augmentation de la consommation de platine. / Hydrogen is one of the most promising energy carriers in the quest for a more sustainable energy mix. Several studies and roadmaps have been carried out about the potential of a « hydrogen » economy and have identified that even if many of the required technologies are already available today, the deployment of hydrogen infrastructures constitutes the most challenging task for its development, so as to achieve competitive costs and mass market acceptance. The design of a hydrogen supply chain (HSC), in particular for mobility purpose, involves a series of important decisions at different levels, i.e. energy sources, production, transportation and storage and can be viewed as a multi-echelon, multi-objective and multi-period problem with multiple stakeholders. The objective of this work is to propose a methodological framework to tackle the HSC design problem in a complementary manner to the work proposed in the PhD work of (Sofia de Leon Almaraz, 2014) in which a multi-objective formulation was implemented via the -constraint method to generate the Pareto front, optimising three objectives at the same time, total daily cost, global warming potential and a safety risk index. A sensitivity analysis based on a design of experiments through the Factorial Design and Response Surface methods was carried to identify the major parameters (factors) and their interaction affecting the economic criterion, i.e., the total daily cost (TDC) (response), encompassing capital and operational expenditures. This sensitivity analysis highlights that the demand is by far the most significant parameter that strongly conditions the TDC criterion so that more effort is needed to model demand uncertainty consistently in HSC design, especially since a long horizon time is considered for hydrogen deployment. Besides, in the initial formulation of HSC design, the size of the problem related to the number of binary variables often leads to difficulties for problem solution. In this work, the potential of genetic algorithms (GA) via a variant of NSGA-II is explored to cope with the multi-objective formulation, in order to automatically produce the Pareto front. The model formulation has then been extended to take into account demand uncertainty, giving more robustness to the proposed approach. Two case studies support the analysis: first at regional level, the results of a HSC design for the former Midi-Pyrénées region obtained with both models are compared. The solutions obtained by GA exhibit the same order of magnitude as those obtained with MILP (Mixed Integer Linear Programming) in the mono-criterion problem, but better compromise solutions are produced in the multi-objective formulation and more flexible ones are obtained with demand uncertainty modelling. Then an airport ecosystem, i.e. Tarbes-Lourdes has been studied: the airport infrastructure is an interesting case study, since an airport is a source of emissions that affect climate, including the emissions generated from activities occurring inside and outside the airport perimeter fence associated with the operation and use of an airport. Finally, a post-optimal analysis on a compromise solution of HSC configuration is carried out based via two cost-benefit analyses (CBA) from a social (SCBA) and governmental perspective (subsidies and taxes). The SCBA approach for hydrogen deployment integrates societal benefits for the reduction of greenhouse gas emissions, noise air pollution abatement and social costs for the increase in platinum consumption in the manufacture of fuel cells. By including external costs, economic benefits of the replacement of ICEV (internal combustion engine) by FCV (Fuel Cell Vehicles) were highlighted as well as the generation of positive social net present values

The diploma thesis deals with design and structural assesment of the steel airport terminal in Prag-Ruzyne. The project is designed in two options. The dimensions of the rectagular floor plan are 79,3 x 98,65 m. The height of the building in highest point is 21,5 m. The airport terminal contains 9 main frames spaced by 9 m. The cladding of the roof and the side walls is designed by sendwich panels. The face wall is made by glass facade system.

This study had the standpoint in the terms that refers to ground handlers on a Swedish airport. The risks involved in loading and unloading the goods. The issue grew as the knowledge increased about the Human, Technology and Organisation (HTO). The part of the background content elements and concepts touching stress, concept of safety, safety at the airports. The aim of this study was to describe if the safety, risks eventually influences ground handlers by stress linked to loading and unloading of aircrafts. To picture the association between them, HTO and demand-control-support perspective where used. The study didn´t cover goals of interventions. The study design in use where the descriptive case study. Methods in use where individual interviewing, focus group interviewing, participant observation with so called full involvement on the ramp. Selection of participant where based on staff on duty. Member of the leadership did de selection guided by the scheduled interviews. The study comprehended the importance of working schedule, organisation issues, deliberately assumption of risk and a high risk of accident. Support from nearest and highest leadership was high. There were indications about the importance of social support and sense of security in the team. Most concerned newly employed. The importance of the type of aircraft, problems connected with narrow bodied aircrafts. Keep on the work to change this type of aircraft, above all else on nightly goods aircrafts will radically improve the ergonomics and safety. Next scientific work suggested to look at the connection between the equipment used by load, unloading and stress. When the type of aircrafts has been changed look at the impact on stress, risks and safety. Also suggested scientific work to look at the organisation of work in and between the team. How the organisation works out practically on the ramp, between ground handlers and custom service and between ground handlers and the leadership. Next scientific work could also look closer to the hypothetical causal model described in this work. Aimed to enhance and develop the systematic work environment management (SAM).

My thesis, "BMA (Bromma airport) / BEURA (Bromma experimental urban recycling association), an adaptive rebirth", explores the potential for an evolution of self-built circular inhabitation on the airport runway of Bromma through adaptive reuse and circular construction. The Bromma Airport in Stockholm is set to cease operation by 2038, leaving behind a vast expanse of infrastructure that could be repurposed for other uses. Instead of a late termination of the air traffic tenure, my proposal calls for the airport to be shut down immediately in favor of evolving dwellings on the site through community-based dynamic urban planning. This alternative plan for the future of Bromma Airport considers how the extensive flat surface of concrete that the runway provides can be utilized for slabs and foundations in circular construction and adaptive reuse for self-built dwellings.  My project aims to critique and challenge the current "housing as a commodity" discourse and argues for a greater qualitative approach to urban planning. Rather than focusing, for instance, on the number of dwellings, my proposal emphasizes the integration of different functions, community engagement, and the evolution of dwellings according to needs and supply/ability. By planning for a sustainable, community-focused inhabitation that prioritizes shared spaces and sustainable living practices, my proposal offers a model for future urban planning projects that prioritize qualitative measures beyond the obsolete urban planning trinity equilibrium of economic, social and ecological sustainability.

No description available.

No description available.

Detection systems are widely used in industry. Designers, operators and users of these systems need to choose an appropriate design, based on the intended usage and the operating environment. The purpose of this research is to analyze the effect of various system design variables (controllable) and system parameters (uncontrollable) on the performance of detection systems. To optimize system performance one must manage the tradeoff between two errors that can occur. A False Alarm occurs if the detection system falsely indicates a target is present and a False Clear occurs if the detection system falsely fails to indicate a target is present. Given a particular detection system and a pre-specified false clear (or false alarm) rate, there is a minimal false alarm (or false clear) rate that can be achieved. Earlier research has developed methods that address this false alarm, false clear tradeoff problem (FAFCT) by formulating a Neyman-Pearson hypothesis problem, which can be solved as a Knapsack problem. The objective of this research is to develop guidelines that can be of help in designing detection systems. For example, what system design variables must be implemented to achieve a certain false clear standard for a parallel 2-sensor detection system for Salmonella detection? To meet this objective, an experimental design is constructed and an analysis of variance is performed. Computational results are obtained using the FAFCT-methodology and the results are presented and analyzed using ROC (Receiver Operating Characteristic) curves and an analysis of variance. The research shows that sample size (i.e., size of test data set used to estimate the distribution of sensor responses) has very little effect on the FAFCT compared to other factors. The analysis clearly shows that correlation has the most influence on the FAFCT. Negatively correlated sensor responses outperform uncorrelated and positively correlated sensor responses with large margins, especially for strict FC-standards (FC-standard is defined as the maximum allowed False Clear rate). Suggestions for future research are also included. FC-standard is the second most influential design variable followed by grid size. / Master of Science

This research aims to improve the design and placement of runway exits at airports through analysis and modeling of the effects that exogenous causal factors have on pilots' landing behavior and exit selections. Incorporating these factors into modeling software will strengthen the software's utility by providing project teams the ability to specify which pilot motivational causal factors apply to a new or existing runway. The main findings suggest pilots' exit selections are deterministic but dependent on the presence (or absence) of six (6) causal factors. A model and two (2) case studies are presented and compared against predictions generated by existing modeling software. The results support a finding that the causal factor model improves motivation-based predictions over current modeling techniques, which are drawn from stochastic distributions. The accuracy of this model enables designers to optimize runway exit placement and geometry to maximize runway capacity. / Master of Science / Airport design engineers currently plan the locations and geometric characteristics of runway exits by balancing the expected fleet mix of aircraft on that runway with the capacity and delay effects that the number and placement of these exits might cause. This technique originated from research beginning in the early 1970s, which found that pilots' exit motivations primarily resulted from the capabilities and limitations of their aircraft. Since pilots tend to "fly by the numbers" (i.e., exhibit predictable approach airspeeds, power levels, wing flaps, touchdown locations, landing speeds, and braking efforts), engineers thus employed design principles in which the numbers, locations and geometries of exits were primarily functions of the physical and performance-based characteristics of the specific types of aircraft expected to utilize the runway. However, in studying more than 4 million landings by a single aircraft type (the Boeing 737-800) at 42 U.S. airports, the evidence in this thesis shows that pilots' exit selections are behaviorally motivated by more than the physics of motion. This thesis aims to refine previous research and engineering methods by showing evidence that pilots' exit selections have as much to do with the presence (or absence) of certain environmental factors within the landing system. These factors (described in detailed within) are unique to each airport's overall physical network of interconnected runways, exits, taxiways, terminals and other features. Within this network, a pilot's landing behavior and exit selection depends on the locational and relational interactions that each exit choice will have on the time and distance to their apron (gate) assignment. These "interactions" are referred to as causal factors – defined as physical features within a landing environment that pilots have little-to-no control over – but which nevertheless influence their specific exit selections. Two (2) runway case studies provided in this thesis evidence a finding that a causal factor model reliably predicts pilots' exit selections better than current modeling techniques, which are drawn from probability-based statistical distributions. The stability and accuracy of the new model enables engineering design and project teams to optimize runway exit placement and geometry to maximize runway capacity, and can be adopted for use in both existing and future runways.