Thesis (M.B.A.)--University of Hong Kong, 1992. / Also available in print.

Thesis (M.P.A.)--University of Hong Kong, 1991.

Thesis (M.B.A.)--University of Hong Kong, 1996. / Includes bibliographical references (leaf 90-92).

Thesis (M.B.A.)--University of Hong Kong, 1992.

Thesis (M.P.A.)--University of Hong Kong, 1991. / Also available in print.

published_or_final_version / Business Administration / Master / Master of Business Administration

Made available in DSpace on 2016-03-15T19:24:02Z (GMT). No. of bitstreams: 1 Gerson Moura Duarte.pdf: 6944260 bytes, checksum: 79e21dba34c1b315c04972e1a4a5b07f (MD5) Previous issue date: 2012-02-06 / Fundo Mackenzie de Pesquisa / In the globalized era the contemporary airport is strategic since it connects one country to the global world. This study deals with the relationship between the São Paulo International Airport and the town of Guarulhos, where it is located, and the outcomes in the São Paulo metropolitan region. Studying the City Master Plan and the laws concerning land usage and occupation in the town of Guarulhos we found out that, between 1980 and 1990, the urban planning instruments were permissive to clandestine and irregular urban residential occupation in the surroundings of the airport. And that, even after it became more restrictive concerning this kind of land usage since 1990 the municipal authority did not impede, or did not have the conditions to impede, the growth in population density in zones improper for urban residential occupation and incompatible with the airport operation of the main Brazilian international airport. The Airport Master Plan, delivered in 1981, was devised by the Federal Government through the Coordinating Comission of the Airport System Project COPASP; and the Airport Development Plan, ended up in 2004, by INFRAERO, did not consider the resettlement of about 5 thousand families that lived nearby the future third landing-strip, jeopardizing the continuity of the airport implementation as designed. We understand that the contemporary airport should be considered strategic to the city, the region and the country where it is located and therefore its implementation should be shared with the territory that encompasses it. / O aeroporto contemporâneo na era da globalização é estratégico, pois, conecta um país ao mundo global. Este trabalho trata da relação entre o Aeroporto Internacional de São Paulo e a Cidade de Guarulhos que o acolheu, e os seus desdobramentos na Região Metropolitana de São Paulo. A partir do estudo dos Planos Diretores e das Leis de Uso e Ocupação do Solo de Guarulhos constatamos que, entre 1980 e 1990, os instrumentos de planejamento urbano dessa cidade foram permissivos em relação às ocupações urbanas residenciais clandestinas e irregulares no entorno do aeroporto, e que mesmo após terem se tornado mais restritivos em relação a esse uso, a partir de 1990, o poder público municipal não impediu, ou não teve condições de impedir, o adensamento populacional em zonas de usos impróprias para ocupações urbanas residenciais e incompatíveis com a operação aeroportuária do principal aeroporto internacional brasileiro. O Plano Diretor Aeroportuário, elaborado em 1981; foi realizado pelo Governo Federal através da Comissão Coordenadora do Projeto Sistema Aeroportuário COPASP; e o Plano de Desenvolvimento Aeroportuário, concluído em 2004, pela INFRAERO, não considerou o reassentamento de aproximadamente 5.000 famílias que residem nas áreas de aproximação das cabeceiras da futura terceira pista de pouso e decolagem comprometendo a continuidade da implementação desse aeródromo como fora planejado. Entendemos que o aeroporto contemporâneo deve ser considerado estratégico para a cidade, a região e o país onde está inserido e, portanto, deve ser implementado de forma compartilhada ao território que o acolhe.

Nowadays, the aviation technology has become much reliable than ever, and air transportation is by far the best choice for long distance transportation. Airports serve as the flight nodes for air transportation, and the construction and development of airports are often considered as the most important development plans of the entire country or the local government. The huge amount of cost for constructing an airport and the long (usually more than fifty years) life cycle demand a comprehensive plan in the initial stage of an airport construction. Underestimating the transportation demand of the airport may make it difficult to extend the airport in the future and affect its subsequent operations. On the other hand, overestimating the transportation demand of the airport may result in over-investment and poor operation performance. Around the world, airports are often considered as enterprises. The governments and airport administrators have begun to pay attention to the operation performance of airports and adopt every indicator of the conduct in order to carry on the performance assessment. By doing so, they hope to reduce the operating cost, increase profit, and enlarge their competition advantages. Of the indicators of the operation performance, yearly enplanement has widely been considered as a key indicator. This research collected the data pertaining to commercial airports in the mainland of the United States whose yearly enplanements are over 2,500 passengers. It employs statistical method and decision tree to analyse the relationship between the population change of the metropolitan (population, density of population, population change, etc.) and the yearly enplanement change of airports. Also, we discuss the relationship among the number of airports in a metropolitan, the distance from an airport to the closest business center, the distance from the airport to another nearest airport, and the yearly enplanement change of the airport.

Thesis (M. Sc.)--University of Hong Kong, 1995. / Includes bibliographical references.

published_or_final_version / Public Administration / Master / Master of Public Administration