A demanda por soluções de acessibilidade e de tecnologia assistiva (TA) é crescente frente ao envelhecimento e ao crescimento da população mundial previstos para as próximas décadas. Especificamente no setor de transporte aéreo, acessibilidade e soluções de tecnologia assistiva são questões críticas e, muitas vezes, complexas de serem adotadas devido a fatores como, por exemplo, os espaços restritos das aeronaves, normas rígidas dos órgãos de aviação, questões de segurança de voo e segurança nos aeroportos, e envolvimento de diversos stakeholders. Ao mesmo tempo, no campo de gestão de desenvolvimento de produtos, há poucas pesquisas em relação ao processo de desenvolvimento de soluções de tecnologia assistiva e não foi encontrado nenhum modelo específico durante a revisão de literatura. Nesse contexto, o objetivo deste trabalho é propor um modelo de referência para o desenvolvimento conceitual de produtos de tecnologia assistiva para o setor de transporte aéreo. O modelo proposto é focado no desenvolvimento conceitual para gerar conceitos de produtos que possam resultar na seleção de conceitos para o desenvolvimento detalhado. O trabalho analisa dois projetos de desenvolvimento de soluções de tecnologia assistiva para o setor de transporte aéreo e utiliza a metodologia Design Research Methodology (DRM) como base de pesquisa para a criação de um modelo de referência para o desenvolvimento conceitual de produtos de tecnologia assistiva. Ao sistematizar a experiência acumulada na área de DP de TA para o setor de transporte aéreo, este trabalho propõe um modelo para o desenvolvimento conceitual de produtos de tecnologia assistiva para o setor de transporte aéreo, de forma que o processo possa ser replicado em outros projetos e em outros centros de pesquisa. Outro resultado deste trabalho é a criação de um método de análise de requisitos de usuário para auxiliar a equipe de projeto no processo de escolha das personas e soluções a serem desenvolvidas na etapa inicial de projeto. / The demand for accessibility and assistive technology solutions is growing due to both the aging population and the global population growth expected for the next decades. Specifically in the air transportation sector, accessibility and assistive technology solutions are critical issues. These solutions are sometimes of very complex adoption due to several factors like the space restriction inside an aircraft, norms and regulations from governmental and official aviation agencies, flight safety and safety in the airports, as well as the involvement of a number of stakeholders. At the same time, there is few research in the field of product development of assistive technology solutions and no specific model was found during the initial research. In this context, the aim of this research work is to propose a reference model for the conceptual development of assistive technology products for the air transportation sector. The model is focused specifically in the conceptual development stage in order to generate new product concepts that could result in selection of concepts for further detailed development. This research evaluates two projects in which assistive technology solutions where developed for the air transportation sector. It follows the guidelines of the Design Research Methodology (DRM) for the creation of the reference model for the conceptual development of assistive technology products for the air transportation sector. In order to systematize the experience accumulated in the field of product development of assistive technology products for the air transportation sector, a model is proposed in a way that the process can be replicated in future projects and in other research groups. Another result of this research is the development of a method to help the selection of user requirements and solutions to be applied in the early stages of the project.

Esta pesquisa trata o Problema de Programação de Tripulantes (PPT), presente no planejamento operacional das empresas aéreas. O principal objetivo do PPT é atribuir um conjunto de tarefas aos tripulantes, considerando as regulamentações trabalhistas, as regras de segurança e as políticas das empresas, de tal maneira que o custo da tripulação seja mínimo. O PPT é normalmente dividido em dois subproblemas, resolvidos sequencialmente: Problema de Determinação das Viagens (PDV) e Problema de Atribuição de Escalas (PAE). No PDV, determina-se um conjunto de viagens que cubra todos os voos planejados. Em seguida, no PAE, as escalas, compostas pelas viagens escolhidas e outras atividades como folgas, sobreavisos, reservas, treinamentos e férias, são atribuídas aos tripulantes. Esta decomposição justifica-se pela natureza combinatória do PPT, porém não incorpora as disponibilidades e as preferências dos tripulantes em ambos os subproblemas (PDV e PAE), gerando assim custos extras relacionados aos conflitos que surgem durante a atribuição das escalas aos tripulantes no PAE. Além disso, as estimativas de custos adotadas no PDV não possuem caráter global, já que o custo real da programação só pode ser obtido após a atribuição das escalas. O estado da arte envolve a solução integrada do PPT, em que se elimina a necessidade de resolver inicialmente o PDV, provendo assim uma melhor estimativa de custo e uma programação final com melhor qualidade, por considerar os custos da tripulação, as disponibilidades e preferências dos tripulantes de forma global. O problema, no entanto, é NP-Difícil. Assim sendo, a metodologia proposta nesta pesquisa objetiva a solução do PPT de forma integrada, através de um Algoritmo Genético Híbrido (AGH) associado a um procedimento de busca em profundidade, levando em conta as particularidades da legislação brasileira. A metodologia foi testada, com sucesso, para a solução de instâncias baseadas na malha real de uma empresa aérea brasileira. / This master of science research treats the Crew Scheduling Problem (CSP), as part of the airlines operational planning. The main aim of the CSP is to assign a set of tasks to crew members, considering the labor regulations, safety rules and policies of companies, such that the crew cost is minimal. The CSP is divided into two subproblems, solved sequentially: Crew Pairing Problem (CPP) and Crew Rostering Problem (CRP). First, CPP provides a set of pairings that covers all the planned flights. Then, in the CRP, the rosters, encompassing the pairings and other activities such as rest periods, alert duties, reserve duties, training times and vacations, are assigned to the crew members. This decomposition is justified by the combinatorial nature of the CSP, but it not incorporates the crew members availabilities and preferences in both subproblems (CPP and CRP), generating extra costs related to conflicts that arise during the assignment of rosters to the crew members in the CRP. Besides, the costs estimations adopted in the CPP does not have a global character, since the real cost of the global schedule can be only obtained after the assignment of the rosters. The state of the art involves the integrated solution of CSP, where the CPP does not need to be solved, thus providing a better estimated cost and a better schedule quality, considering crew costs and also crew members availabilities and preferences globally. The problem, however, is NP-Hard. Therefore, the methodology proposed in this master of science research aims to obtain an integrated solution of the CSP, through an hybrid algorithm genetic associated with a depth-first search procedure, taking into account the Brazilian legislation. The methodology was tested, with success, to solve instances related a real network of a Brazilian airline.

A demanda por soluções de acessibilidade e de tecnologia assistiva (TA) é crescente frente ao envelhecimento e ao crescimento da população mundial previstos para as próximas décadas. Especificamente no setor de transporte aéreo, acessibilidade e soluções de tecnologia assistiva são questões críticas e, muitas vezes, complexas de serem adotadas devido a fatores como, por exemplo, os espaços restritos das aeronaves, normas rígidas dos órgãos de aviação, questões de segurança de voo e segurança nos aeroportos, e envolvimento de diversos stakeholders. Ao mesmo tempo, no campo de gestão de desenvolvimento de produtos, há poucas pesquisas em relação ao processo de desenvolvimento de soluções de tecnologia assistiva e não foi encontrado nenhum modelo específico durante a revisão de literatura. Nesse contexto, o objetivo deste trabalho é propor um modelo de referência para o desenvolvimento conceitual de produtos de tecnologia assistiva para o setor de transporte aéreo. O modelo proposto é focado no desenvolvimento conceitual para gerar conceitos de produtos que possam resultar na seleção de conceitos para o desenvolvimento detalhado. O trabalho analisa dois projetos de desenvolvimento de soluções de tecnologia assistiva para o setor de transporte aéreo e utiliza a metodologia Design Research Methodology (DRM) como base de pesquisa para a criação de um modelo de referência para o desenvolvimento conceitual de produtos de tecnologia assistiva. Ao sistematizar a experiência acumulada na área de DP de TA para o setor de transporte aéreo, este trabalho propõe um modelo para o desenvolvimento conceitual de produtos de tecnologia assistiva para o setor de transporte aéreo, de forma que o processo possa ser replicado em outros projetos e em outros centros de pesquisa. Outro resultado deste trabalho é a criação de um método de análise de requisitos de usuário para auxiliar a equipe de projeto no processo de escolha das personas e soluções a serem desenvolvidas na etapa inicial de projeto. / The demand for accessibility and assistive technology solutions is growing due to both the aging population and the global population growth expected for the next decades. Specifically in the air transportation sector, accessibility and assistive technology solutions are critical issues. These solutions are sometimes of very complex adoption due to several factors like the space restriction inside an aircraft, norms and regulations from governmental and official aviation agencies, flight safety and safety in the airports, as well as the involvement of a number of stakeholders. At the same time, there is few research in the field of product development of assistive technology solutions and no specific model was found during the initial research. In this context, the aim of this research work is to propose a reference model for the conceptual development of assistive technology products for the air transportation sector. The model is focused specifically in the conceptual development stage in order to generate new product concepts that could result in selection of concepts for further detailed development. This research evaluates two projects in which assistive technology solutions where developed for the air transportation sector. It follows the guidelines of the Design Research Methodology (DRM) for the creation of the reference model for the conceptual development of assistive technology products for the air transportation sector. In order to systematize the experience accumulated in the field of product development of assistive technology products for the air transportation sector, a model is proposed in a way that the process can be replicated in future projects and in other research groups. Another result of this research is the development of a method to help the selection of user requirements and solutions to be applied in the early stages of the project.

The international air transportation industry has historically been a paradox. While the industry enables globalization, historically, the international air transportation regulatory regime has been largely mired in protectionism. This restrictive regime was developed by national actors, who either owned or heavily subsidized their domestic carriers, and guarded their interests very closely, thus insulating the industry from large levels of foreign competition. This paradox of international air transportation continued until the development of convergence in regulatory policy through the 2007 ‘open skies-plus’ air transportation agreement between the United States (US) and the European Union (EU). This thesis examines the developmental process of this agreement as an examination of policy convergence theory, in order identify the explanatory powers leading to the formation of the ‘open skies-plus’ agreement. To identify the explanatory powers, a comparative analysis is established, using two historical reference points, t(0) and t(1), as case studies. This thesis uses two mechanisms for the development of policy convergence, international harmonization and regulatory competition, to identify why the convergence took place at this specific time and why it was set at this specific level of regulation. Using these mechanisms, the 2002 European Court of Justice (ECJ) ‘open skies’ ruling is identified as the explanatory power for the convergence of policy in this field, and the precedent set by the previous bilateral agreement between the US and the Netherlands is identified as establishing the standards of regulation in the 2007 ‘open skies-plus’ agreement. The thesis concludes with an examination of the prospects for further liberalization of transatlantic air transportation, as well as recommendations for the continued development of the field.

Increased efficiency at airports is necessary to reduce delays and fuel consumption. Many of the busiest airports in the nation have at least one pair of closely spaced parallel runways (CSPRs), defined by a separation of less than 2500 ft, with one runway dedicated to arrivals and the other to departures. CSPRs experience a large decrease in capacity under instrument conditions because they can no longer operate independently. In order to mitigate this decrease in capacity and to increase efficiency, proposed herein is a departure regulator for runways so configured, along with a plan of study to investigate the effects of this regulator. The proposed departure regulator makes use of data from precision tracking systems such as ADS-B to issue automated or semi-automated departure clearances. Assuming sequential departure separations are sufficient for clearance, the regulator will automatically issue, or advise the controller to issue, the departure clearance as soon as the arrival on the adjacent runway has descended below its decision height. By issuing the departure clearance earlier, the departure regulator reduces the gap between a pair of arrivals that is required to clear a departure. By decreasing the gap, the regulator increases the number of opportunities where a departure clearance can be issued, given a particular arrival stream. A simulation models the effects of the regulator and quantifies the resulting increases in capacity. The simulation results indicate that all forms of the regulator would provide significant gains of between 14% and 23% in capacity over the current operating paradigm. The results also indicate that the capacity gains are greatest at high arrival rates. Therefore, implementation of the departure regulator could significantly decrease the congestion at many major airports during inclement weather.

The international air transportation industry has historically been a paradox. While the industry enables globalization, historically, the international air transportation regulatory regime has been largely mired in protectionism. This restrictive regime was developed by national actors, who either owned or heavily subsidized their domestic carriers, and guarded their interests very closely, thus insulating the industry from large levels of foreign competition. This paradox of international air transportation continued until the development of convergence in regulatory policy through the 2007 ‘open skies-plus’ air transportation agreement between the United States (US) and the European Union (EU). This thesis examines the developmental process of this agreement as an examination of policy convergence theory, in order identify the explanatory powers leading to the formation of the ‘open skies-plus’ agreement. To identify the explanatory powers, a comparative analysis is established, using two historical reference points, t(0) and t(1), as case studies. This thesis uses two mechanisms for the development of policy convergence, international harmonization and regulatory competition, to identify why the convergence took place at this specific time and why it was set at this specific level of regulation. Using these mechanisms, the 2002 European Court of Justice (ECJ) ‘open skies’ ruling is identified as the explanatory power for the convergence of policy in this field, and the precedent set by the previous bilateral agreement between the US and the Netherlands is identified as establishing the standards of regulation in the 2007 ‘open skies-plus’ agreement. The thesis concludes with an examination of the prospects for further liberalization of transatlantic air transportation, as well as recommendations for the continued development of the field.

The aim of the diploma thesis is analysis of air and road transport of dangerous goods and subsequent comparison of IATA DGR conditions for the air transport of dangerous goods with ADR conditions for the transport of dangerous goods by road and their application on a particular business case. Another aim of the thesis is to carry out a price calculation of road and air transport of a sample lithium battery consignment, to evaluate both types of transport with regard to their price and time efficiency and to make the final recommendations regarding the choice of more efficient mode of transport.

Esta pesquisa trata o Problema de Programação de Tripulantes (PPT), presente no planejamento operacional das empresas aéreas. O principal objetivo do PPT é atribuir um conjunto de tarefas aos tripulantes, considerando as regulamentações trabalhistas, as regras de segurança e as políticas das empresas, de tal maneira que o custo da tripulação seja mínimo. O PPT é normalmente dividido em dois subproblemas, resolvidos sequencialmente: Problema de Determinação das Viagens (PDV) e Problema de Atribuição de Escalas (PAE). No PDV, determina-se um conjunto de viagens que cubra todos os voos planejados. Em seguida, no PAE, as escalas, compostas pelas viagens escolhidas e outras atividades como folgas, sobreavisos, reservas, treinamentos e férias, são atribuídas aos tripulantes. Esta decomposição justifica-se pela natureza combinatória do PPT, porém não incorpora as disponibilidades e as preferências dos tripulantes em ambos os subproblemas (PDV e PAE), gerando assim custos extras relacionados aos conflitos que surgem durante a atribuição das escalas aos tripulantes no PAE. Além disso, as estimativas de custos adotadas no PDV não possuem caráter global, já que o custo real da programação só pode ser obtido após a atribuição das escalas. O estado da arte envolve a solução integrada do PPT, em que se elimina a necessidade de resolver inicialmente o PDV, provendo assim uma melhor estimativa de custo e uma programação final com melhor qualidade, por considerar os custos da tripulação, as disponibilidades e preferências dos tripulantes de forma global. O problema, no entanto, é NP-Difícil. Assim sendo, a metodologia proposta nesta pesquisa objetiva a solução do PPT de forma integrada, através de um Algoritmo Genético Híbrido (AGH) associado a um procedimento de busca em profundidade, levando em conta as particularidades da legislação brasileira. A metodologia foi testada, com sucesso, para a solução de instâncias baseadas na malha real de uma empresa aérea brasileira. / This master of science research treats the Crew Scheduling Problem (CSP), as part of the airlines operational planning. The main aim of the CSP is to assign a set of tasks to crew members, considering the labor regulations, safety rules and policies of companies, such that the crew cost is minimal. The CSP is divided into two subproblems, solved sequentially: Crew Pairing Problem (CPP) and Crew Rostering Problem (CRP). First, CPP provides a set of pairings that covers all the planned flights. Then, in the CRP, the rosters, encompassing the pairings and other activities such as rest periods, alert duties, reserve duties, training times and vacations, are assigned to the crew members. This decomposition is justified by the combinatorial nature of the CSP, but it not incorporates the crew members availabilities and preferences in both subproblems (CPP and CRP), generating extra costs related to conflicts that arise during the assignment of rosters to the crew members in the CRP. Besides, the costs estimations adopted in the CPP does not have a global character, since the real cost of the global schedule can be only obtained after the assignment of the rosters. The state of the art involves the integrated solution of CSP, where the CPP does not need to be solved, thus providing a better estimated cost and a better schedule quality, considering crew costs and also crew members availabilities and preferences globally. The problem, however, is NP-Hard. Therefore, the methodology proposed in this master of science research aims to obtain an integrated solution of the CSP, through an hybrid algorithm genetic associated with a depth-first search procedure, taking into account the Brazilian legislation. The methodology was tested, with success, to solve instances related a real network of a Brazilian airline.

The international air transportation industry has historically been a paradox. While the industry enables globalization, historically, the international air transportation regulatory regime has been largely mired in protectionism. This restrictive regime was developed by national actors, who either owned or heavily subsidized their domestic carriers, and guarded their interests very closely, thus insulating the industry from large levels of foreign competition. This paradox of international air transportation continued until the development of convergence in regulatory policy through the 2007 ‘open skies-plus’ air transportation agreement between the United States (US) and the European Union (EU). This thesis examines the developmental process of this agreement as an examination of policy convergence theory, in order identify the explanatory powers leading to the formation of the ‘open skies-plus’ agreement. To identify the explanatory powers, a comparative analysis is established, using two historical reference points, t(0) and t(1), as case studies. This thesis uses two mechanisms for the development of policy convergence, international harmonization and regulatory competition, to identify why the convergence took place at this specific time and why it was set at this specific level of regulation. Using these mechanisms, the 2002 European Court of Justice (ECJ) ‘open skies’ ruling is identified as the explanatory power for the convergence of policy in this field, and the precedent set by the previous bilateral agreement between the US and the Netherlands is identified as establishing the standards of regulation in the 2007 ‘open skies-plus’ agreement. The thesis concludes with an examination of the prospects for further liberalization of transatlantic air transportation, as well as recommendations for the continued development of the field. / Arts, Faculty of / Central Eastern Northern European Studies, Department of / Graduate

Master’s thesis deals with global navigation satellite systems. It gathers information about operation principles of individual systems and evaluates their applicability for Air transportation through own measures.