Global ETD Search

361	Les transports maritimes et aériens de la Corse : la continuité territoriale / Corsica's shipping and air transports : territorial continuity Benso, Gérard 07 December 2016 (has links) La Corse est la plus septentrionale des grandes îles de Méditerranée Occidentale, elle est la plus petite (3680 km2) et la moins peuplée.(330 000 habitants). Plus proche des côtes italiennes, elle fait néanmoins partie intégrante de la France où une forte diaspora est installée et génère des échanges serrés. Depuis l’Antiquité, la Corse a toujours eu des relations commerciales avec le continent, d’abord avec la péninsule italienne puis, depuis l’annexion de 1768, avec la France continentale. Deux révolutions technologiques favorisèrent un fort accroissement des échanges : l’arrivée des navires à vapeur en 1830 et celle de l’avion au vingtième siècle. Les évolutions se poursuivent toujours pour réduire la durée des vols et des traversées et augmenter la capacité de transport. La Collectivité Territoriale de Corse a la maîtrise des transports et conclut des délégations de service public avec les compagnies maritimes et aériennes ; tandis que l’État s’est retiré, l’Union Européenne intervient davantage pour imposer la libre concurrence. Les infrastructures ont dû s’adapter à l’évolution des flottes mais elles sont toujours déterminées par le relief cloisonné de l’île qui a l’originalité de disposer de sept ports et quatre aéroports afin de mieux desservir les territoires. Le trafic des marchandises est modeste et déséquilibré, les entrées étant très supérieures aux sorties ; celui des passagers a été décuplé en soixante ans, sa répartition est très inégale dans l’année et entre les ports et aéroports. ; la part de l’avion se rapproche de celle du bateau. Les touristes sont majoritaires chez les passagers mais sont beaucoup moins nombreux que ceux des îles concurrentes. Les tarifs ont été nettement réduits pour les résidents mais restent élevés pour les autres usagers, ce problème devra être résolu pour améliorer la continuité territoriale. / Corsica is the northernmost of the big western Mediterranean islands, as well as the smallest (3680 km2) and the less populated (330 000 inhabitants). Even if Corsica is nearer from Italian coasts than French ones, it takes part fully of French mainland where a significant diaspora lives and creates tight trades.Since Antiquity, Corsica had business relations with the mainland. It started with Italian peninsula, and went on with mainland France after its annexation in 1768.Two main technological revolutions promoted a huge increase in the trade relations: the emergence of steamboats in 1830 followed by the plane in the 20th century.Technological improvements are still continuing to reduce time of flights and sea crossings, increasing thus transport capacity.Territorial collectivity of Corsica is in charge of transports and delegates public services to the airlines and shipping companies. While French state progressively withdraws, European Union is more and more involved to impose free market.Even if infrastructures evolved with the fleet changings, they are still determined by the compartmentalized relief of the island which led to the construction of seven ports and four airports in order to serve better the different territories.Goods’ traffic is of modest size and unbalanced (entries rather higher than exits), whereas passengers’ one has increased tenfold in sixty years. For this last one, an inequality of distribution along the year is observed (seasonal variations), as well as between ports and airports. Progressively the plane’s part gets closer to the boat’s one. Passengers are mainly tourists that remain less numerous than those of the competing islands.Fares have been reduced significantly for Corsican residents, but still remain high for the other passengers. This problem will have to be solved to improve territorial continuity. Île Continent Échanges Navires Avion Délégations de service public Collectivité Territoriale de Corse Compagnies Concurrence Passagers Ports Aéroports Touristes Tarifs Continuité territoriale Island Mainland Trade Boats Plane Delegations Public service Companies Competition Passengers Ports Airports Tourists Fees Territorial continuity 910
362	Technicko-provozní faktory ovlivňující výkony letišť v civilním letectví / Technical and operational factors which has impact to the performance of airports in civil aviation Květoň, Petr January 2021 (has links) The diploma thesis deals with factors that directly or indirectly affect the operation of the airport. The thesis contains theoretical notes of influencing factors, a list of aircraft and their characteristics, including mutual comparison in graphs. The next part focuses on the airport itself, where it tries to identify the factors that affect its operation, including historical events. The next part focuses on the selection of airports in Central Europe, determining the appropriate performance characteristics, which are then compared and evaluated.
363	Galerie letecké techniky a tradic letectví na letišti Medlánky v Brně / Gallery aviation technology and traditions of aviation at the airport Medlánky in Brno Kašpárek, Michal January 2016 (has links) The theme of Master thesis is a Gallery of aviation technology and traditions of aviation at the airport Gallery aviation technology and traditions of aviation at the airport Medlánky in Brno. The project insludes overall operation of the sports airport, then deal in detail operations of the museum and related services within the airport. The new campus will humbly entered in the countryside, in an attractive location Medláneckých hills creates another attractive feature and despite the complex operation and movement techniques does not create a barrier to the contrary territory it unites and is a natural center. Airports Medlanky was founded already in the twenties of the last century, and since then the area is relatively non-conceptually grew by more hangars and various outbuildings. Of these, only two were preserved original wooden sheds, which adds yet another new administrative and ceremonial buildings. Operational buildings set limits on technology, the new representative building it closes, and defining a space for people, nature trail connects the area, offers wonderful views and creates a public space that makes passers airport. The whole area is oriented to the back area and opens onto the landscape, wide area thus presents an iconic silhouette reperzentační building. The curve of the building provides space aircraft-makers to fly and allows collision-free movement of people and equipment around the airport and also generates a dignified space for aircraft to fly longer will. Exposure air museum at the second floor of the building and the visitor thus rises to individual gliders that levitate in space, the sun's rays make their reflections on the polished bonnets and backgrounds are vivid airports and skies. The museum offers a walk through the history of aviation in a different context than conventional hangars. The entire building is representative functionally and structurally divided into three parts. The ground floor closer to the a
364	A Low-Cost Technology to Assess Aircraft Noise at Non-Towered General Aviation Airports Chuyang Yang (13163034) 27 July 2022 (has links) <p> </p> <p>Aircraft noise is one of the most significant environmental concerns for the aviation industry, and it adversely affects the physical and mental health of community members who are in close proximity to airports. The operations and expansion of airports and land use planning are affected because of the community’s adverse reaction to such annoyances. Aircraft operations and fleet mix information are required when airport managers and stakeholders execute the Aviation Environmental Design Tool (AEDT) to compute the noise metrics; however, these data are unavailable from over 2,000 United States non-primary General Aviation (GA) airports that lack full-time air traffic control facilities or personnel. </p> <p>This study developed a low-cost noise assessment technology for non-towered GA airports. The Automatic Dependent Surveillance-Broadcast (ADS-B) messages were obtained using an inexpensive ADS-B receiver. A barometric pressure calibration was applied to improve the aircraft operations estimation. A fleet mix database was created by linking the collected ADS-B data to an FAA-registered aircraft database containing U.S.-registered aircraft information (such as types of aircraft and engines). Specific aircraft information was obtained by filtering the International Civil Aviation Organization (ICAO) identification code from the obtained ADS-B records. A set of 20 advanced aircraft performance parameters was constructed to determine the operation mode and corresponding power setting. The corresponding noise levels were determined using the EUROCONTROL Aircraft Noise and Performance (ANP) database.</p> <p>The testing and validation results from the case study at the Purdue University Airport (ICAO Code: KLAF) demonstrated the developed low-cost approach could identify aircraft noise events, and the accuracy of modeled noise data was assessed with an average error of 4.50 dBA. Therefore, the developed approach appears to be an affordable means of monitoring aircraft noise at non-towered GA airports. </p> Transport engineering Aircraft noise exposure General aviation Aircraft performance aviation noise
365	Analysis of storm surge impacts on transportation systems in the Georgia coastal area Restrepo, Ana Catalina 18 November 2011 (has links) Many Climate Scientists believe that global warming will produce more extreme weather events such as tropical storms, hurricanes, intense rainfall, and flooding. These events are considered to be the most catastrophic natural events for transportation systems especially in coastal areas. Due to the severe damage from storm surge and flooding. Evaluating the magnitude of possible storm surges and their impacts on transportation systems in coastal areas is fundamental to developing adaptation plans and impact assessments to mitigate the damage. This thesis focuses on existing transportation systems in the Georgia coastal area that could be affected by several storm surges. An existing storm surge model is used to estimate the storm surges and the surge heights based on the category, direction, and forward speed of a storm. The ground elevation of the ports, interstates, state roads, railroads, and the principal airports on the Georgia coast are identified through a GIS analysis using the national elevation data set. Having the storm surge elevation and the elevation of the existing infrastructure, a GIS study is performed to identify those parts of the transportation system that will be affected by each type of storm giving results such as the length or sections of transportation assets under or above the surge elevation. A literature review of storm surge, rising sea levels, and their impacts on coastal bridges, roads, airports, ports, and railroads is presented in the thesis. Also, a description of the software used to analyze and estimate the impacts of climate change on transportation systems is described. Raster files Maximum surge elevation Storm direction Ground elevation Scour Wave forces Forward speed average surge elevation Transportation systems Railroads Interstate roads Roads Georgia coast Storm surge Transportation assets Transportation impacts Hurricane category Inundation Landfall Tropical cyclone Transportation maps Counties along the Georgia coast Geographic information system Vector files Storm surge model Hypothetical storm Airports Ports Bridges Hurricane Global warming Storm surges Floods
366	Quand l'aéroport devient ville : géographie d'une infrastructure paradoxale / When an airport becomes a city : geography of a paradoxical infrastructure Drevet-Démettre, Lucie-Emmanuelle 11 September 2015 (has links) 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". Géographie urbaine Géographie des transports Géographie sociale Géographie culturelle France Europe Aéroport Infrastructure de transport Ville aéroportuaire Airport city Edge city Urbanité Citadinité Centralité Territorialité Territorialisation Habiter Hétérotopie Ville expérimentale Ville sûre Fabrique urbaine Paysage urbain Urban geography Transportation geography Social geography Cultural geography France Europe Airports Transportation infrastructures Airport city Edge city Urbanity "Citadinity" Centrality Territoriality Territorialisation Living in (to inhabit) Heterotopia Experimental city Safe city Urban fabric projects Urban landscape
367	Ambient musik : En undersökning om spatial musik som klingande arkitektur / Ambient Music : Investigating spatial music as sounding architecture Milveden, Jens January 2022 (has links) ”Ambient Music”, established and described by its ”creator” Brian Eno, has become a term with a wide range of uses - as generative music, in sound- and audiovisual art installation, a mediated ”sound” of a genre through albums and artists to plug in to during your daily walk - as well as any imaginable association with the term connected to public, spatial or virtual ambience. Through the liner notes of the genres original albums (Ambient 1: Music For Airports of 1978, and to some extent Discreet Music of 1975) it is clear though that the original idea is more related to listening to your own spatial awareness as a form of music rather than a following of certain sounds and conventions that the term has been associated with. At the time as a sonic alternative to conventional background music of public spaces. The author suggests that these ideas never would have surfaced if it wasn’t for the earlier ideas of Erik Satie and John Cage, whose sonic frameworks and instructions beyond the traditional music sheet were vital for Eno to create generative canvases of sounding art for the spaces. The paper then focuses on consolidating the term ”Ambient Music” with its frameworks in art and function by deconstructing it between spatial, architectonic usage and as a mediated genre of a ”sound”, via virtual generative music - and back again, via its original description of enhancing environments ”acoustic and atmospheric idiosyncracies”. With Eno’s original thesis in mind the paper continues to explore where ”Ambient Music” (through arguably its sub-genre, ”Spatial Music”) is today, as well as looking at the potential futures for the genres’ artistic functions as an established and accepted sonic element of physical architecture and public spaces. This exemplified by building a bridge between ”Ambient Music” and the modern ”non-ambient” sonic scenographer, ”Spatial Music”-artist Mareike Dobewall, for further discussions on sound art as sounding architecture - a potential future for the Ambient label. Sonic Spatial Ambient Architecture John Cage Brian Eno Dobewall Erik Satie Music Soundscape Generative Music For Airports Furniture Music Indeterminacy Ambience Space Acoustics Sound Installation Audiovisual Atmosphere Landscape Muzak Background Music Musica Mundana Voicelanding Phenomenology Spatial Ambient Arkitektur Musik John Cage Brian Eno Dobewall Erik Satie Musica Mundana Voicelanding Ljudlandskap Generativ Möblemangsmusik Indeterminism Ambiens Rumslighet Akustik Installation Ljudinstallation Audiovisuell Atmosfär Landskap Muzak Bakgrundsmusik Fenomenologi Musicology Musikvetenskap

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