A presente pesquisa aborda o estudo da formação de estratégias na Infraero, empresa pública brasileira responsável pela administração de aeroportos. Para tanto, foi realizado um estudo de caso que contempla a análise de um tempo histórico da estatal até os dias atuais, entre 1995 e 2016, utilizando-se a abordagem teórica de Henry Mintzberg, de estratégias emergentes e deliberadas, e de Baum e Dutton (1997) e Eisenhardt e Brown (1997), sobre a imersão estratégica e a busca de uma maior contextualização da estratégia. Através da pesquisa realizada, verificou-se que o desalinhamento entre as ações da empresa, o setor aéreo e as políticas de governo planejadas para a Infraero é o principal fator que vem limitando as ações estratégicas da estatal, prejudicando seus planos e o conhecimento de seu papel no setor, sendo a passividade da Infraero um dos motivos identificados para essa situação. A análise da pesquisa, dividida em três períodos, permitiu observar que o esforço da empresa para seguir as estratégias traçadas nos planejamentos anuais é constante, porém foram identificadas três situações que desencadearam o surgimento de estratégias emergentes: em contextos mais estáveis e favoráveis financeiramente, como forma de se aproveitar oportunidades de crescimento e aprendizado; através de decisões do governo; e reativamente, perante a necessidade de se manter e resgatar a sustentabilidade da empresa. Apontam-se, também, como fatores decisivos influenciadores da formação estratégica: o contexto social e econômico do país, especialmente face o crescimento do transporte aéreo; o contexto político; o contexto interno, em que se observou a influência causada por gestores e o estado das finanças internas; e a ocorrência de grandes choques externos. / The present research approaches the study of strategy formations at Infraero, a Brazilian state-owned company responsible for managing airports in the country. For that, a case study was fulfilled which includes the analysis of a historical time of the state company until the present days, between the years of 1995 to 2016, using the theoretical approach of Henry Mintzberg, of emergent and deliberate strategies, and the approach of Baum and Dutton (1997) and Eisenhardt and Brown (1997), on the embeddedness of strategy and the search for a greater contextualization of the strategy. Through the research carried out, it was found that the misalignment between the company's actions, the airline sector and the government policies planned for Infraero is the main factor that has been limiting the company’s strategic actions, damaging its plans and the knowledge of its role in the sector, with Infraero's passivity being one of the motives identified for this situation. The analysis of the research was divided into three periods, allowing us to observe that the effort that the company has made to follow the strategies set in the annual plans is constant, however, three situations were identified that led to the rise of emerging strategies: in more stable and financially favorable contexts, allowing opportunities for growth and learning; through government decisions; and reactively, given the need to maintain and recover the sustainability of the company. It is also shown as decisive factors influencing the strategic formation: the social and economic context of the country, especially in view of the growth of air transport; the political context; the internal context, in which the influence caused by managers and the state of internal finances were observed; and the event of major external shocks.

Existe uma preocupação geral quanto à aderência que se pode obter entre os pneus de uma aeronave e as superfícies das pistas de aeroportos, principalmente naqueles em que operam aeronaves a jato, em altas velocidades, tornando a aderência um fator importante relacionado à segurança de vôo. O atrito nas pistas muda ao longo do tempo, em função do tráfego, das condições climáticas e das práticas de manutenção adotadas. Contaminantes, tais como água e resíduos de borracha, causam diminuição do atrito das superfícies das pistas, em grandes extensões, principalmente nas zonas de toque. Este trabalho analisa a aderência pneu-pavimento em revestimentos asfálticos aeroportuários, por meio da avaliação da macrotextura, do atrito dinâmico, do atrito medido com o Pêndulo Britânico e da drenabilidade, em regiões das pistas submetidas a diferentes solicitações de tráfego e diferentes ações de manutenção. O Aeroporto Internacional de São Paulo / Congonhas foi escolhido para o estudo de caso, pois conta com duas pistas de pouso e decolagem com revestimentos asfálticos com grooving e tráfego de aeronaves com intensidade suficiente para promover os problemas de aderência relatados na literatura. Os resultados indicam a influência do volume de tráfego, do grooving, do acúmulo de resíduos de borracha e das práticas de manutenção sobre a aderência pneu-pavimento proporcionada pelos revestimentos. / There is a general concern about braking performance in runways pavements surfaces, particularly in airports operating turbojet aircrafts with high landing speeds, making friction become a significant safety subject. Runway friction changes along the time depending on aircraft traffic, weather conditions and maintenance works. Contaminants such as rubber deposits and water cause friction loss on pavement surface, mainly in the touchdown zone on runways, and it can reach quite extensive areas. This work analyzes the tire/pavement adherence on asphalt runways surfaces, by evaluating parameters as macrotexture, friction (using British Pendulum and MuMeter) and draining capability, in different areas of runways, submitted to different traffic and different maintenance actions. The field surveys were performed at Congonhas Airport. Congonhas operates two asphalt runways (grooved) with enough traffic to promote the adherences problems reported in literature. The results indicate how volume of traffic, grooving, rubber deposits and pavement maintenance practices can influence on runway surface adherence level.

Since the first flights in Sydney in 1910, the problem of exactly where to locate Sydney's airport has preoccupied and troubled planners, politicians and residents of the city. This thesis examines Sydney airport as a space, site and symbol under contestation by major social forces - Zukin - throughout the twentieth century. In doing so, it seeks to question the claims of both planners and anti-airport protestors to resolve and manage large-scale urban developments. Via a series of case studies of representations of the airport, the thesis develops an argument for understanding the airport as a heterotopia: neither sublime nor abject, but through such an extremist spatial imaginary pointing to the production of modernist space as a highly contested process. Because it localises and materialises discourses on the nature and goals of progress,internationalisation and globalisation, it is argued that the built form of the airport is, and will continue to be, a key site of such aerial modernity. The final chapter closely reads a series of airport tales- (a film, a play and a park) in order to consider the ways in which they rework the modernist sublime in domestic space.It is concluded that these stories offer a method of representing locality that goes beyond the existing understandings of locality as an essence of place. The appeal of the narratives lies in the shift that they develop, through excessive and negotiated representations of both the domestic and the sublime, from the local as essence, to locality as practice. / Doctor of Philosophy (PhD)

In project appraisal of infrastructure projects, cost benefit analysis has an important role. One of the central concerns is to adjust the distortions in markets to provide a better guide to a more effective allocation of scarce resources. The objectives of this thesis are : to establish the lack of a comprehensive estimation of the shadow wage rate (SWR) in most project appraisals in the Australian context; to develop a model for the estimation of the SWR for groups of occupations; to estimate the SWRs for the major groups of occupations in Australia; to forecast the number of employees required for Sydney's second airport project and to apply the estimated SWRs to the project, followed by estimation of the total social cost of the project. The latter estimation is done using a novel approach which, unlike many previous studies of transport infrastructure projects, estimates the SWR entirely from published statistical sources. Overall, the results are significant not only in the context of Sydney's second airport, but for other airports, the transportation sector, and in general for Australian project appraisal. The study proposes the need to change the traditional approach to the treatment of labour costs in project appraisal in Australia and provides a framework which can be useful to other researchers and analysts who wish to examine the pricing of labour in Australian project appraisal. / Doctor of Philosophy (PhD)

Doctor of Philosophy (PhD) / It is within the perception, the reality and the problematic of international air travel that this thesis is situated. It argues that a space has been created for international air travel, which is conceptually and physically demarcated from normative social space, the Transit Zone. The thesis examines four sites constituting the Transit Zone using both political and social theory and the analysis of performance and visual artworks that explore, explain or contest aspects of the sites. The first site is concerned with the construction of nation-state territory, population and legal movement. Its physical expression can be found at the border between the Transit Zone and the nation-state. However, its conceptual reach is much more extensive, appearing in immigration policy, national law, international covenants, data-sharing practices and the creation of a space external to, yet within, the nation-state system. This site creates the Transit Zone’s paradoxical position of being excluded from nation-state territory while simultaneously defining it. The second site is premised on the (in)security of civil aviation and explores the striving towards absolute security, and the unachievability of that goal. This is a reflection of the prevalence of (in)security discourses in contemporary society. The third site is created by corporate interest within the airport terminal and the aeroplane. It is the site of logistics and sales, of the passenger functioning both as an object or unit of movement and as a desiring purchasing subject. The fourth site is constructed through the imagination – it is made up of the ideas, cultural dreams and responses that have accreted around the site of the Transit Zone. These intimate and personal responses transform the Transit Zone from a site of function, profit and government control to a vehicle for the construction and realisation of fears, fantasies and rites of passage. This thesis demonstrates that many contemporary issues infuse and surround the Transit Zone. Immigration, national defence, international politics, logistics, social interaction and cultural fantasy all collide there. It explores the complexity of the Transit Zone’s paradoxical collection of sites and systems, which can not be reduced to one single reading. The Transit Zone has evolved, and continues to do so, in response to government and international demands, legal problems, technological advancements, logistical and commercial needs, and social changes. In doing so, its evolution redefines and articulates contemporary concerns. Additionally the thesis reveals an extensive artistic engagement with the Transit Zone and the contemporary concerns it articulates. Art is used as a designated imaginative space that challenges the established reality and the art works discussed change our understanding of the Transit Zone.

Includes bibliographical references

The megaregion spatial form has grown in prominence in recent years in planning thought, but the relationship between megaregions and the aviation sector is rather untouched in research. The purpose of this study is to examine the role airports play as transportation hubs for megaregions, and how the megaregions are connected through air traffic. Comparing the megaregions involved an empirical study using attribute data about the megaregions and the flows between them. The infrastructure in the megaregions was compared by density and type of airports, including an examination into airline hubs. The connectivity between megaregions, non-megaregion areas, and the international market was analyzed employing T-100 data, separating the analysis for the passenger and freight sectors. The top flows in the country were examined, along with the relationships each megaregion has individually, and particularly their internal flows. Megaregions are much more active in air travel than non-megaregion areas due to a larger presence of airline hubs and greater infrastructure. The international component of the passenger and freight sectors is growing the fastest in relation to megaregions, but only for the freight sector is this the largest component. The largest component of the passenger sector is the flows between megaregions. Flows within megaregions for the passenger sector are growing slowly and are declining in the freight sector, but short-haul air traffic continues to be the cause of congestion. The megaregion is a suitable level to manage infrastructure investment to better prepare the regions for the coming growth. A megaregion-level institution is best suited to managing the issues which must be faced by the numerous jurisdictions.

The increase in the types of airspace users (large aircraft, small and regional jets, very light jets, unmanned aerial vehicles, etc.), as well as the very limited number of future new airport development projects are some of the factors that will characterize the next decades in air transportation. These factors, associated with a persistent growth in air traffic will worsen the current gridlock situation experienced at some major airports. As airports are becoming the major capacity bottleneck to continued growth in air traffic, it is therefore primordial to make the most efficient use of the current, and very often, underutilized airport infrastructure. This research thus proposes to address the increase in air traffic demand and resulting capacity issues by considering the implementation of operational concepts and technologies at underutilized airports. However, there are many challenges associated with sustaining the development of this type of airports. First, the need to synchronize evolving technologies with airports' needs and investment capabilities is paramount. Additionally, it was observed that the evolution of secondary airports, and their needs, is tightly linked to the environment in which they operate. In particular, sensitivity of airports to changes in the dynamics of their environment is important, therefore requiring that the factors that drive the need for capacity expansion be identified and characterized. Finally, the difficulty to evaluate risk and make financially viable decisions, particularly when investing in new technologies, cannot be ignored. This work thus focuses on the development of a methodology to address these challenges and ensure the sustainability of airport capacity-enhancement investments in a continuously changing environment. The four-step process developed in this research leverages the benefits yielded by impact assessment techniques, system dynamics modeling, and real options analysis to 1) provide the decision maker with a rigorous, structured, and traceable process for technology selection, 2) assess the combined impact of interrelated technologies, 3) support the translation of technology impact factors into airport performance indicators, and help identify the factors that drive the need for capacity expansion, and finally 4) enable the quantitative assessment of the strategic value of embedding flexibility in the formulation of technology portfolios and investment options. The proposed methodology demonstrates, through a change in demand at the airport modeled, the importance of being able to weigh both the technological and strategic performance of the technology portfolios considered. Hence, by capturing the time dimension and technology causality impacts in technology portfolio selection, this work helps identify key technologies or technology groupings, and assess their performance on airport metrics. By embedding flexibility in the formulation of investment scenarios, it provides the decision maker with a more accurate picture of the options available to him, as well as the time and sequence under which these should be exercised.

Thesis (Ph. D.)--University of Missouri-Columbia, 2002. / Typescript. Leaf v does not exist therefore pre-paging is misnumbered. Vita. Includes bibliographical references (leaves 256-262). Also available on the Internet.

Thesis (Ph. D.)--University of Missouri-Columbia, 2002. / Typescript. Leaf v does not exist therefore pre-paging is misnumbered. Vita. Includes bibliographical references (leaves 256-262). Also available on the Internet.