This research presents designs and evaluations of various mass transportation alternatives for reducing the problem of the ground access congestion in the Orlando International Airport. The alternatives considered in this research are conventional bus service, minibus service, express bus service, light rail transit service, rail rapid transit service, and monorail service. Details of the origin-destination studies for the present traffic are given. A discussion of the various mass transportation alternatives is provided, with provisions for future systems expansion. Three economic evaluation methods were used in this research for evaluation of various alternatives. According to the results of the economic analysis, the modified bus service is recommended.

This work constitutes a basic study of aircraft access to the terminal area queue. It has grown out of the increasing concern in developing methods to increase airport runway. acceptance rate to alleviate the problem of airspace bottleneck. Considering mainly airline traffic in principal passenger transport, a method is presented to specify the relationship between the total waiting time, on one hand, and the number of gate positions and aircraft parking spaces on the other. This relationship enables one to derive a feasible configuration of terminal gate facilities under various saturation levels. An attempt is then made to characterize an environment under which a proposed flow strategy will be implementable. / M.S.

published_or_final_version / Geography and Geology / Master / Master of Philosophy

published_or_final_version / Business Administration / Master / Master of Business Administration

published_or_final_version / Mathematics / Master / Master of Philosophy

The purpose was to evaluate airport impact on nearby residential property values (RPV). The hypothesis was that a relationship between noise levels, and nearby RPV could be identified and quantified. The objective was to model a relationship between housing location with respect to an airport and housing value, taking into consideration other relevant factors. Evaluation of aviation facilities impact on RPV was based on a sample of 587 single-family houses sold during 1984 and 1985. Selling price was used as the dependent variable. Independent variables included physical characteristics of a house, distance to the closest airport, accessibility of a house to the urban area, and supply and demand for houses. Distance to nearest airport was used as a surrogate for aircraft noise level. Study indicated that impact of aviation facilities on RPV could be quantified using selling price of a house as the dependent variable and distance from an airport as a primary independent variable along with physical characteristics of a house. Effect of an airport on RPV appears dependent not only on distance, but also on type of airport and selling price of a house. Davis-Monthan Airport (DM), a military airport, has a significantly greater impact than Tucson International Airport (TIA), a commercial airport. DM impact was greatest on houses priced above sample median. However, lower priced houses were effected more when the impact was expressed as a percent of selling price. DM impact area was approximately 2 miles from the airport, while TIA impact was about 1 mile from the facility. Distance from DM was the most significant variable in describing variation in selling price for houses closest to this facility. Living area of a house was also a very significant variable. Distance to TIA was not very significant in evaluating selling price variation. Living area and age of a house were generally the most significant variables describing selling price variation for TIA subset.

This paper begins with looking at air travel and its history in the world and in our country. It also includes the factors influencing air transport to regional development. The main part is focused on the analysis of regional air transport in the Czech Republic. Airports are described by regions, including the evaluation of their significance. The five largest airports in our country are analyzed in detail, including their history, air connections and the potential development. The aim of this paper is to clarify the impact of aviation on regional development in the Czech Republic. The question is if there are any effects and in the case that yes, to which factors and how big is the influence. Recommendations for the future how best and most effective way to combine air travel with its surroundings will be formulated based on the collected data and findings.

O presente trabalho apresenta uma metodologia para avaliação operacional de intervenções no lado aéreo de aeroportos, englobando pátios de aeronaves, pistas de táxi, pistas de pouso e espaço aéreo adjacente. Para tanto, foram identificadas na literatura as principais ferramentas computacionais para análise da capacidade e atraso, dentre as quais o SIMMOD - Airport and Airspace Simulation Model, mostrou-se mais adequado, sendo então selecionado com o pacote de interface gráfica Visual SIMMOD. A metodologia desenvolvida, associando a abordagem sistêmica ao emprego de técnicas de simulação, foi aplicada ao Aeroporto Internacional de São Paulo/Guarulhos (Governador André Franco Montoro). O primeiro passo foi a modelagem e simulação das operações de aeronaves com a infra-estrutura atual do aeroporto, denominada baseline ou modelo base, que foi validado com dados reais de operação. A partir deste modelo foram estabelecidos procedimentos de análise e controle para permitir a avaliação de alternativas com incorporação de novos cenários e incremento de dados. Esses procedimentos, que incluem a utilização de modelos analíticos e envelopes de capacidade na preparação de dados de entrada, comparação gráfica da movimentação na pista, da ocupação das posições de pátio, da composição dos tempos médios de operação e dos acréscimos de demanda a fim de se obter a capacidade prática, entre outros, formam a metodologia proposta. Os resultados obtidos permitiram caracterizar o desempenho do sistema, fornecendo subsídios para a escolha de alternativas. A metodologia mostrou-se adequada para análises sistemáticas de problemas dessa natureza. / This paper describes a methodology for airport airside operational evaluation involving simulation models. It deals with apron gates, taxiways, runways and part of the aerodrome traffic zone (approach and initial departure paths) modifications and improvements. Among several computational tools for airport capacity and delay analysis, SIMMOD - Airport and Airspace Simulation Model with Visual SIMMOD data preparation toolkit was chosen as the tool for the methodology development. The proposed methodology framework was outlined associating system approach and simulation techniques and then applied to São Paulo/Guarulhos International Airport as a case study. A baseline scenario with current airport infrastructure was modeled, simulated and validated with actual operational data. The developed methodology consists in analysis procedures and controls that allow scenarios evaluation, including analytical models, capacity curves, graphical comparisons (runway movements, gate occupation, travel times and delays) and demand increasing to reach practical capacity. Based on the created scenarios outcomes it was possible to describe the system performance, indicating better solutions. The proposed methodology was found appropriate for systematic analyses of this type of problem.

Esta pesquisa de mestrado aborda o projeto geométrico de aeródromos a partir dos padrões e recomendações da ICAO (International Civil Aviation Organization) e da FAA (Federal Aviation Administration). Os padrões e recomendações da ICAO foram extraídos do documento Annex 14 to the Convention on International Civil Aviation e de documentos por ele referenciados. Para o caso da FAA, serviu de base o documento Airport Design: Advisory Circular 150/5300-13, incluindo-se aqueles nele referenciados e considerados pertinentes ao escopo do estudo. Seguindo-se uma estrutura de critérios de projeto proposta, os padrões e recomendações da ICAO e da FAA são comparados entre si, explicitando-se as diferenças nas especificações em si e também na forma como estas especificações são feitas por cada norma. Para o caso em que comparações diretas não são possíveis, as comparações são feitas a partir de um conjunto de aeronaves com características conhecidas. No caso dos critérios cuja avaliação é mais complexa, equacionamentos matemáticos são propostos. Apresenta-se também uma série de flexibilizações dos padrões, as quais são voltadas à acomodação das aeronaves A380-800 e B747-8 em aeroportos existentes. Estas flexibilizações provêm das conclusões do A380 Airport Compatibility Group (AACG) e do Boeing 747-8 Airport Compatibility Group (BACG), no caso dos padrões da ICAO. Para a as flexibilizações dos padrões da FAA, servem de base os Engineering Briefs (EBs) por ela emitidos. Finalmente, com base nos critérios de projeto considerados, é feita uma análise do Aeroporto Internacional de São Paulo/Guarulhos quanto à operação das aeronaves A380-800 e B747-8. / This Master Thesis tackles aerodrome geometric design according to the standards and recommended practices from the ICAO (International Civil Aviation Organization) and the FAA (Federal Aviation Administration). ICAO standards and recommended practices are from the document Annex 14 to the Convention on International Civil Aviation and from the referred documents. In turn, FAA documents herein addressed are the Airport Design: Advisory Circular 150/5300-13 and others referred in this one. By following a proposed design criteria framework, ICAO and FAA standards and recommended practices are compared. From such comparison, it is shown the differences in specifications itself and also in the way by which ICAO and FAA specify their standards. For the cases where direct comparisons are not possible, it is used a set of aircrafts of known characteristics. For the most complex design criteria, mathematical equations are also proposed. Another addressed issue is the flexibilization of design standards, which aims the accommodation of A380-800 and B747-8 aircrafts at existing airports. The ICAO flexibilizations are made from conclusions of the A380 Airport Compatibility Group (AACG) and the Boeing 747-8 Airport Compatibility Group (BACG). FAA flexibilizations are from this same agency, namely through EBs (Engineering Briefs). Lastly, the addressed design criteria are applied to analyse the operation of A380-800 and B747-8 aircrafts at São Paulo/Guarulhos International Airport.

Os terminais aeroportuários de passageiros, como um tipo de edifício que nasceu há apenas um século, têm se apresentado, ao longo do tempo, através de soluções muito diversificadas, que revelam a grande dificuldade de se ajustar às necessidades impostas pela aviação e o transporte aéreo em sua extraordinária e contínua evolução, desde os primeiros tempos até os dias atuais. Os principais tipos de solução que foram se cristalizando nesse período e aos quais se está designando como conceitos operacionais, representam um significativo patrimônio técnico e constituem-se em bases iniciais importantes para a arquitetura dos terminais aeroportuários. No entanto, os conceitos operacionais não abrangem todos os aspectos que dizem respeito à disciplina arquitetura, tanto em âmbito geral, quanto no que especificamente se relaciona com esse tipo de edifício. Muitos outros aspectos devem ser considerados, entre os quais, destacam-se os relacionados com a identidade e o lugar que, mais do que em qualquer outro tipo de edifício, devem estar presentes na arquitetura dos terminais de passageiros. / Airport passenger terminals, even though a building type born only one hundred years ago, have been the target, throughout the time, of much different solutions, a fact that reveal the great difficulties to adjust to aviation and air transport demands in constant and extraordinary evolution, from the early years to nowadays. The most meaningful design solutions that have been consolidated in time, which have been established as functional concepts, offer an important technical legacy, as well as starting points for the architectural decisions concerning passenger terminals. However, these concepts cannot enclose all aspects regarding to the architectural problem of airport passenger terminals. Many other aspects must be taken into consideration, especially those related to the concepts of identity and place, which must be present in the architecture of passenger terminals, more than in the architecture of any other building type.