L’aéroport est un objet géographique protéiforme, caractérisé par son « obsolescence accélérée » (BANHAM, 1962). Depuis les années 1990, son ultime mutation s’articule autour d’un processus de diversification fonctionnelle engendré par l’injection d’activités nouvelles, parfois éloignées du transport aérien, dans l’objectif d’accroître les profits et la rentabilité de l’infrastructure dans un contexte de privatisation généralisée. Cette évolution concerne les plus grands hubs mondiaux, notamment Paris-CDG, quatrième aéroport du monde selon le trafic passagers international. Cette tendance, qui a donné naissance au concept opérationnel d’airport city, tel qu’il est désigné par les observateurs et opérateurs anglo-saxons, attise doublement la curiosité géographique. En premier lieu, parce qu’elle interroge la fonction première de l’infrastructure de transport qu’est l’aéroport, qui devient alors un objet spatial non identifié qu’il convient de redéfinir. En second lieu, parce que cette désignation d’airport city, traduite par les opérateurs francophones par ville aéroportuaire, interroge la ville et surtout ce qui fait la ville dans ses dimensions matérielle et idéelle, c’est-à-dire l’urbanité et la citadinité. Suffit-il d’injecter des fonctions urbaines dans un espace pour en faire de la ville ? La ville aéroportuaire n’est-elle qu’une ville fonctionnelle ? En s’efforçant d’évaluer la pertinence géographique de la notion d’airport city, cette thèse impose de faire de l’urbanité et de la citadinité des concepts opératoires afin de les confronter au terrain aéroportuaire. Elle s’efforce également de replacer l’aéroport au centre de l’étude géographique en proposant un ajustement de l’échelle d’observation à l’ensemble de la zone aéroportuaire, évitant ainsi la synecdoque particularisante réduisant l’aéroport au terminal. Dans l’évaluation de la citadinité, elle a également pour objectif de saisir les spatialités de l’ensemble de la société aéroportuaire (passagers, employés, accompagnants, SDF, etc.). / Airports are protean geographical objects characterized by their « accelerated obsolescence » (BANHAM, 1962). Since the 1990s, their final transformation has been structured around a process of functional diversification engendered by new activities, which are sometimes very different from air transport, in order to increase the infrastructures’ profits and profitability in a context of widespread privatization. The world’s largest hub airports are concerned by this evolution, especially the Paris-Charles-de-Gaulle airport, the world’s fourth busiest airport by international passenger traffic. This trend, which has given birth to the operational concept of airport city, as the Anglo-Saxon operators and observers call it, stirs up the geographical curiosity in two ways. Firstly, it questions the primary function of airports, which become unidentified spatial objects that need to be redefined. Secondly, the concept of airport city questions the city itself. Indeed, what makes a city a city on a material (urbanity) and conceptual (“citadinity”) level? Can a space with urban functions be considered as a city? Is the airport city only a functional city? By assessing the geographical relevance of the concept of airport city, this thesis aims at making the concepts of urbanity and “citadinity” operational concepts, so as to compare them with the airport ground. By adjusting the observation scale to the whole airport area, it also replaces the airport at the centre of the geographical study. Thus, the airport is not simply viewed as a terminal. Finally, this thesis aims at understanding the whole airport society’s spatiality (passengers, employees, accompanying people, homeless people…) by assessing the concept of “citadinity".

Functional and cost effective systems for the full electrification of a bus network are areas of intense research and development. The electrification can be accomplished using different technological solutions, for example using opportunity charging or using an electric road system – ERS. Both opportunity charging and ERS have the potential to be integrated into already existing bus lines. With opportunity charging, the regular dwell time at the end stops is used for the bus to recharge its batteries and with an ERS the bus can charge dynamically along the road. The purpose of this report is to analyze how the existing Alfa- and Beta line at Stockholm Arlanda Airport, in a functional and cost effective way, can be electrified using either opportunity charging or an ERS. The tradeoff between required charging power, battery capacity and the necessity to change the existing running schedule is explained in detail. In addition, the impact on the electrical grid is analyzed based on different load profiles of different charging stations using different power levels. The analysis is based on real data from the Alfa – and Beta line with its existing buses, the electrical grid at Arlanda and data provided by both the leading (electrical) bus manufacturers and the leading charging infrastructure manufacturers.  The outcome of this report suggests that a full electrification of the existing Alfa- and Beta line has the potential to lower CO2-emissions and energy use at a functional and cost effective way.

La présente étude a analysé l’évolution de l’Administration Canadienne de la Sureté du Transport Aérien (ACSTA) depuis sa mise en place jusqu’aujourd’hui, ainsi que les acteurs individuels ou institutionnels impliqués dans ce processus. L’ACSTA gravite dans un champ organisationnel ‐ensemble d’organisations qui constituent un domaine reconnu de la vie institutionnelle (DiMaggio et Powell, 1983)-­ au sein duquel agissent différents acteurs qui ont influencé non seulement sa création, mais qui ont continué à jouer un rôle important tout au long de son évolution. Nous avons défini le champ de la sûreté aérienne et au sein de celui‐ci, nous avons analysé les mécanismes institutionnels, tout en identifiant et définissant le rôle des différents acteurs en présence. Il ressort de nos analyses que principalement deux types de contraintes institutionnelles (DiMaggio et Powell, 1983) ont influencé la création et le développement de l’ACSTA. Premièrement, mis à part les contraintes coercitives émanant de la règlementation internationale de l’Organisation de l’Aviation Civile Internationale, il apparait que d’autres contraintes du même type proviennent du gouvernement américain, par le biais de pressions visant à la mise en place de mesures sécuritaires, tant au moment de la création que tout le long de l’évolution de l’organisation. Il est à noter, cependant, le rôle du terrorisme et des tentatives d’attentat comme provocant de telles contraintes. Deuxièmement, nous avons identifié des contraintes du type normatif, c’est-à‐dire celles qui proviennent des valeurs, des normes et du bagage professionnel lié à la sécurité et à la sureté aérienne. Il apparait que les contraintes normatives agissent constamment alors que les contraintes coercitives surgissent ponctuellement tout au long de la période analysée. / This study analyzed the evolution of the Canadian Air Transport Security Administration (CATSA) since its creation up to today, as well as the individual and / or institutional actors implied in this process. CATSA gravitates in an organizational field ‐the group of organizations that constitute a recognized area of institutional life (DiMaggio and Powell, 1983)- in which different actors, who not only influenced its creation, continued to play an important role all along its evolution. We have defined the air transport security field and within, we have analyzed the institutional mechanisms while identifying and defining the role of the different actors. Our analysis suggests that mainly two types of institutional isomorphisms (DiMaggio and Powell, 1983) have influenced the creation and the evolution of CATSA. Besides the coercive constraints coming from the International Civil Aviation Organization’s international regulation, it appears that other similar pressures emanate from the government of the United States by the means of coercive isomorphism, aiming the establishment of security measures all along CATSA’s evolution. It should be noted, however, the role of terrorists and their attempts to attack, as the catalyst actors and events of such coercive isomorphism. Second of all, we have also identified normative pressures originating from the values and standards from the professional network, or branch, linked to air transport security. It appears that the normative pressures appear regularly, while the coercive pressures emerge punctually all along the analyzed time period.

La diffraction des rayons X apparait comme une modalité prometteuse pour l'inspection non invasive de bagages. Par comparaison aux techniques traditionnelles d'imagerie par transmission, cette technique permet de révéler davantage d'informations caractéristiques sur les matériaux, comme les distances inter-réticulaires pour les matériaux cristallins ou la fonction d'interférence moléculaire pour les matériaux amorphes. La méthode de diffraction par énergie dispersive (EDXRD), qui travaille à angle fixe avec un faisceau polychromatique et un détecteur résolu en énergie, est plus particulièrement adaptée à la problématique de contrôle de bagages, car elle permet d'envisager une architecture parallélisée pour imager un bagage complet en un temps raisonnable. Les travaux proposés dans cette thèse ont donc pour but d'étudier un système EDXRD utilisant un détecteur spectrométrique CdZnTe multi pixels pour l'identification des matériaux illicites dans les bagages. Une première étape a consisté à prendre en main cette technique à la fois expérimentalement avec un banc de diffraction mis à disposition et théoriquement par le biais du développement d'un outil de simulation élaboré. La confrontation entre l'expérimentation et la simulation a permis de bien comprendre la physique d'un tel système et de mieux analyser ses faiblesses pour pouvoir les corriger. En nous appuyant sur ces deux outils, nous avons ensuite étudié et mis en oeuvre de nouveaux concepts pour améliorer les performances du système EDXRD, en termes de résolution, d'intensité et de stabilité des pics de diffraction. Ainsi, une architecture novatrice, s'appuyant sur un traitement des signaux transitoires délivrés par les détecteurs CdZnTe, est proposée afin d'améliorer le compromis entre la résolution des pics de diffraction et leur intensité. Cette architecture est basée sur la sur-pixellisation du détecteur par la méthode de localisation barycentrique et sur une adaptation géométrique du système collimateur/détecteur. Enfin, le problème d'instabilité des pics de diffraction, due à l'effet d'orientation des grains des matériaux cristallins, est également traité. / X-ray diffraction is becoming a prevailing technique for non invasive inspection of luggage. Compared to traditional techniques of transmission imaging, the diffraction technique can extract more characteristic information of materials, such as the Bragg peaks for crystalline materials or the molecular interference function for amorphous materials. The method of energy dispersive X Ray diffraction (EDXRD), which works at a fixed low scatter angle but with a polychromatic X-ray beam and a energy resolved detector, is particularly suited to the problem of luggage control as it allows parallelized architectures to inspect an entire object in a reasonable time. The work proposed in this thesis is to study an EDXRD system using a multi-pixelated CdZnTe detector to identify illicit materials in baggage. A first step has been to take control of this technique both experimentally with a diffraction bench and theoretically through the development of an elaborate simulation tool. The comparison between experiment and simulation has allowed to understand the physics of such a system and to better analyze its weaknesses to correct them. Relying on these two tools, we studied and implemented new concepts to improve performances of EDXRD systems, in terms of resolution, intensity and stability of the diffraction peaks. Thus, an innovative architecture, based on a dedicated treatment of transient signals delivered by the CdZnTe detectors, is proposed to significantly improve the compromise between the resolution of the diffraction peaks and their intensity. This architecture is based on an over-pixelation (1D) of the detector by an electronic positioning method and on a geometric adaptation of the system collimator/detector. The problem of instability of the diffraction peaks due to the effect of grain orientation in crystals is also handled.

Detta examensarbete är skrivet som en del i programmet industriell organisation och ekonomi, med inriktning logistik och ledning vid Tekniska Högskolan i Jönköping. Rapporten är skriven på uppdrag av Skövde flygplatsbolag AB, som är ett kommunalt flygplatsbolag. Skövde flygplats är belägen ett par mil utanför Skövde centrum. Flygplatsen trafikeras idag mestadels av transportflyg men även enstaka mindre passagerarflyg. Idag är Kinnarps, Volvo Powertrain, Räddningstjänsten och klubbverksamhet deras största aktörer.   Syftet med examensarbetet har varit att beskriva Skövde flygplats nuvarande verksamhet, samt att utreda flygplatsens miljöledningssystem (MLS). Flygplatsen har även efterfrågat en översyn av det nuvarande miljöledningssystemet på Skövdes flygplats. Rapporten avspegla därför den genomförda undersökningen, men även ge förslag på förbättringar som kan göras med avseende på flygplatsens miljö och verksamhet.   För att uppfylla examensarbetets syfte, har ett antal delmål skapats. Delmålen är till för att förbättra rapportens resultat och syfte. I studiens teoriavsnitt beskrivs därför vilka delar som ingår i ett MLS, standarder och förenklade MLS. Studien har även kartlagt Skövde flygplats verksamhet, eftersom verksamheten idag är otydlig och ofullständig.   Eftersom flygplatsens verksamhet idag saknar information och dokumentation kring flygplatsen, har ett antal studiebesök genomförts. Under studiebesöken har studenterna observerat och intervjuat personal, samt fått ta del av dokumentation kring flygplatsen. Därför har studien valt att genomföra en dokumentstudie. Resultatet av dokumentstudien redovisas sedan i rapportens kapitel 4, ”Nulägesbeskrivning”, 5 ”Nulägesanalys”.   Under arbetets gång har ett antal brister påträffats på Skövde flygplats. Idag saknar till exempel flygplatsen information och dokumentation om sin verksamhet och MLS. Flygplatsen är till exempel idag miljödiplomerad, men saknar samtidigt stöd från studiens teori att få kalla sig miljödiplomerad. Verksamheten är idag komplex och det finns många olika uppfattningar kring flygplatsens verksamhet. Resultatet är baserat på examensarbetets dokumentstudie tillsammans med studiens teoriunderlag. Resultatet presenteras i det avslutande kapitlet i form av förslag och rekommendationer till Skövde flygplats. / This report was written as a part of the bachelor program, Industrial Organization and Economics, focusing on logistics and management, at the School of Engineering in Jonkoping.  The report was written on behalf of Skövde Airport Company, which is a municipally owned airport company.  Skövde Airport is located within a few miles outside the city of Skövde, Sweden.   The airport serves mainly cargo planes but occasionally serves smaller passenger flights as well.  Today, companies like Kinnarps AB and Volvo Powertrain, are their biggest customers.  The airport also includes a fire station service and offices for these larger customers.   The purpose of this study is to provide an assessment of Skövde Airport’s surrounding issues. Our goal is to provide suggestions as to what the airport can implement as well as continue working on to improve the airport environment.  Therefore the study also examines other options in terms of ways to prepare to work with the environment; these systems are called “Environment Management Systems (EMS).”  Consequently, the study has taken parts of these EMS: s to identify and describe what parts are most critical from an environmental perspective.   The report includes a critical examination of the airport and explanation on how the airport works with the environment. The investigation portion of this thesis presents our mapping of the Skövde Airport Company’s current EMS.  The analysis describes everyday business activities and how these everyday activities are impacting the environment. Finally, the report concludes our reflection of the outcome of implementing these suggestions we have presented.   During this process the study found a number of deficiencies at Skövde airport. Today Skövde airport is missing vital information and documentation on its activities and the EMS. The airport currently holds a diploma for their EMS, but according to this study it’s missing vital information and documentation. Skövde airport is a complex organization to describe and even today there are many different opinions and views about its function and business.   The result of this study is therefore based on a document study. During the project time information had been collected from documentation, visits at the airport, interviews and communication with employees.  The result is presented in the final chapter in the form of proposals and recommendations to Skövde Airport.

Wind power presently plays a minor role in Western Canada as compared to hydroelectric power in British Columbia and coal and natural gas thermal power generation in Alberta. However, ongoing reductions in the cost of wind power generation facilities and the increasing costs of conventional power generation, particularly if the cost to the environment is included, suggest that assessment of the present and future wind field in Western Canada is of some importance. To assess present wind power, raw hourly wind speeds and homogenized monthly mean wind speeds from 30 stations in Western Canada were analyzed over the period 1971-2000 (past). The hourly data were adjusted using the homogenized monthly means to attempt to compensate for differences in anemometer height from the standard height of 10m and changes in observing equipment at stations. A regional reanalysis product, the North American Regional Reanalysis (NARR), and simulations conducted with the Canadian Regional Climate Model (CRCM) driven with global reanalysis boundary forcing, were compared to the adjusted station wind-speed time-series and probability distributions. The NARR had a better temporal correlation with the observations, than the CRCM. We posit this is due to the NARR assimilating regional observations, whereas the CRCM did not. The NARR was generally worse than the CRCM in reproducing the observed speed distribution, possibly due to the crude representation of the regional topography in NARR. While the CRCM was run at both standard (45 km) and fine (15 km) resolution, the fine grid spacing does not always provide better results: the character of the surrounding topography appears to be an important factor for determining the level of agreement. Multiple simulations of the CRCM at the 45 km resolution were also driven by two global climate models (GCMs) over the periods 1971-2000 (using only historic emissions) and 2031-2060 (using the A2 emissions scenario). In light of the CRCM biases relative to the observations, these simulations were calibrated using quantile-quantile matching to the adjusted station observations to obtain ensembles of 9 and 25 projected wind speed distributions for the 2031-2060 period (future) at the station locations. Both bias correction and change factor techniques were used for calibration. At most station locations modest increases in mean wind speed were found for most of the projected distributions, but with a large variance. Estimates of wind power density for the projected speed distributions were made using a relationship between wind speed and power from a CRCM simulation for both time periods using the 15km grid. As would be expected from the wind speed results and the proportionality of wind power to the cube of wind speed, wind power at the station locations is more likely than not to increase in the 2031-2060 period from the 1971-2000 period. Relative changes in mean wind speeds at station locations were found to be insensitive to the station observations and choice of calibration technique, suggesting that we estimate relative change at all 45km grid points using all pairs of past/future mean wind speeds from the CRCM simulations. Overall, our results suggest that wind energy resources in Western Canada are reasonably likely to increase at least modestly in the future. / Graduate / 0725 / 0608 / jtdaines@uvic.ca

La présente étude a analysé l’évolution de l’Administration Canadienne de la Sureté du Transport Aérien (ACSTA) depuis sa mise en place jusqu’aujourd’hui, ainsi que les acteurs individuels ou institutionnels impliqués dans ce processus. L’ACSTA gravite dans un champ organisationnel ‐ensemble d’organisations qui constituent un domaine reconnu de la vie institutionnelle (DiMaggio et Powell, 1983)-­ au sein duquel agissent différents acteurs qui ont influencé non seulement sa création, mais qui ont continué à jouer un rôle important tout au long de son évolution. Nous avons défini le champ de la sûreté aérienne et au sein de celui‐ci, nous avons analysé les mécanismes institutionnels, tout en identifiant et définissant le rôle des différents acteurs en présence. Il ressort de nos analyses que principalement deux types de contraintes institutionnelles (DiMaggio et Powell, 1983) ont influencé la création et le développement de l’ACSTA. Premièrement, mis à part les contraintes coercitives émanant de la règlementation internationale de l’Organisation de l’Aviation Civile Internationale, il apparait que d’autres contraintes du même type proviennent du gouvernement américain, par le biais de pressions visant à la mise en place de mesures sécuritaires, tant au moment de la création que tout le long de l’évolution de l’organisation. Il est à noter, cependant, le rôle du terrorisme et des tentatives d’attentat comme provocant de telles contraintes. Deuxièmement, nous avons identifié des contraintes du type normatif, c’est-à‐dire celles qui proviennent des valeurs, des normes et du bagage professionnel lié à la sécurité et à la sureté aérienne. Il apparait que les contraintes normatives agissent constamment alors que les contraintes coercitives surgissent ponctuellement tout au long de la période analysée. / This study analyzed the evolution of the Canadian Air Transport Security Administration (CATSA) since its creation up to today, as well as the individual and / or institutional actors implied in this process. CATSA gravitates in an organizational field ‐the group of organizations that constitute a recognized area of institutional life (DiMaggio and Powell, 1983)- in which different actors, who not only influenced its creation, continued to play an important role all along its evolution. We have defined the air transport security field and within, we have analyzed the institutional mechanisms while identifying and defining the role of the different actors. Our analysis suggests that mainly two types of institutional isomorphisms (DiMaggio and Powell, 1983) have influenced the creation and the evolution of CATSA. Besides the coercive constraints coming from the International Civil Aviation Organization’s international regulation, it appears that other similar pressures emanate from the government of the United States by the means of coercive isomorphism, aiming the establishment of security measures all along CATSA’s evolution. It should be noted, however, the role of terrorists and their attempts to attack, as the catalyst actors and events of such coercive isomorphism. Second of all, we have also identified normative pressures originating from the values and standards from the professional network, or branch, linked to air transport security. It appears that the normative pressures appear regularly, while the coercive pressures emerge punctually all along the analyzed time period.

本文主要在探討與捷運共構商用不動產市場開發模式之研究，期能參考國外經驗及以市場調查與潛在業者訪談方式，建立商用不動產之市場分析模式，作為開發者投資開發時之產品規劃依據，並評估以開發者之企業文化及潛在業者之經營意願，建議全案之營運或銷售模式，及進行開發效益分析與比較。 經以機場捷運A8車站為例進行研究，獲致結論主要為：捷運共構之商用不動產乃政府衡量車站用地以徵收方式取得困難，遂以鼓勵民間(地主及投資開發者)投資、參與公共建設方式，由政府與民間共享開發效益，達到三贏局面之最佳開發模式，由財務及其他各方面分析效益得知，政府除可免去取得私有土地紛爭或時程延宕外，亦可透過共同開發，挹注重大交通建設經費，民間亦可經由參與公共建設共享獎勵及開發效益，獲取高於土地被徵收時之利益，為一值得效法與推廣之開發模式。 惟開發者應在投資開發前，審慎評估個案之市場定位及投資效益，以作為規劃設計及將來營運模式之參考，避免規劃錯誤造成將來營運或產銷之效益不彰，影響投資報酬，並可作為前期招商之依據，因此建立可靠的商用不動產市場分析方式甚為重要。本文主要重點在於以個案分析進行商用不動產市場開發模式之研究，以作為後續開發相關案例之參考。 / This article is to explore the MRT structure of the commercial real estate’s market model of development. With drawing on foreign experience, the market research and interviews with potential operators, we can establish the commercial real estate market analysis model, as developer’s product planning principles when develop. And according to the corporate culture and potential industry management, it will be recommended to the case of operations or sales model, and to develop effective analysis and comparison. Taking the co-structure building of A8 MRT station to the airport as a case study, to achieve the main conclusions are: To avoid the difficulities of acquiring private land, the government submits to encourage private investment (landlord and investment developers) to participate in public construction, share benefit to both the government and private. The MRT structure of commercial real estate is the best model of development to have a win-win situation. From financial and other aspects of effection, the government could dismiss the disputes of acquiring private land and avoiding the time-delay of engineering development. By co-structure of MRT and the commercial real estate building, the government could inject major transportation infrastructure funding, people can also enable the sharing through participation in public construction and development of effective incentive to get higher than the interest of the land acquired. Thus it is resumed a worthy example to follow and a promotion of the development model. However, developers should evaluate assessment of the case of market position and investment results carefully in investment before development, and be a reference business model for future planning and design, so as not to cause an affected or inefficient investment returns of future operation and marketing sales because of planning errors, and also can be used as a basis for merchants. So how to set up a commercial real estate market analysis methods is important. This article focuses on commercial real estate market to establish a development model, as a reference for follow-up development of related cases.

The objective of my thesis was to map and assess, whether the strategic concept for the development of the business and civilian South Bohemian airport České Budějovice would be viable. I have applied the external analysis of the business environment and an internal analysis of the business subject. Another objective is to specify the strategic plans of development of South Bohemian airport České Budějovice, including phasing their implementation and the orientation financial cost.

This thesis describes design gallery of aviation technology and traditions at the airport in Brno Part of my thesis is focused on urban solution of area layout its interconnections with near districts “Komín“ and “Medlánky“. There is new pedestrian, cycling paths, operational and logistic roads inside the complex layout. This design supposed to keep the two existing historic hangars and demolishing remaining buildings with subsequent completion of necessary objects. Priority and the main idea is to keep compositional and visual axis to ensure visual contact with all airport operational parts to ease of orientation. According to this principle is mass and platform solved with object “gallery”. This object in addition to the exhibition space is also used for administration and operation department of the gallery. In separate part there is ensured catering in form of restaurant with associated technical, operational and sanitary facilities. The gallery is designed to visually and physically separate section used by pilots and airport vehicles from visitors to avoid dangerous situation. Other buildings I have designed in my project are “the clubhouse”, airport administration, emergency accommodation, social activity space mainly designed for aircraft-model pilots and the air traffic control tower. These objects creates border between premises restricted for aero club and visitors.