published_or_final_version / Business Administration / Master / Master of Business Administration

Peruvian Airport Company (en adelante PAC) es la empresa a la cual se le ha adjudicado la concesión del mantenimiento, ampliación y administración del Aeropuerto Internacional Kuntur (en adelante AIK). De acuerdo con el contrato de concesión y el Plan de Desarrollo mínimo para la modernización de la infraestructura aeroportuaria, PAC está obligado a cumplir con hitos de inversión y mejoras obligatorias relacionadas con el incremento de las operaciones aeroportuarias. Para poder cumplir con ello, se busca que para el año 2022 el sistema actual incremente su capacidad de procesamiento de equipajes de 1,735 a 3,229 equipajes/hora en horario de máxima demanda. Mediante la implementación del programa “Mejoras en el sistema de transporte de equipajes” se busca ampliar y mejorar el sistema actual y evitar “cuellos de botella” y picos de demanda que podrían generar reclamos por parte de las aerolíneas y multas por incumplimiento de parte del organismo regulador (OSITRAN – MTC). Este programa está conformado por cuatro proyectos: Upgrade del sistema de máquinas de rayos X, Mejoras en el sistema de transferencia, Trabajos de Infraestructura y Ampliación e instalación de fajas transportadoras. El proyecto objeto de estudio del presente trabajo de investigación, es la Ampliación e instalación de fajas transportadoras en las zonas 01 a la 07 y deberá ser ejecutado en 453 días, desde el 06/02/2017 hasta el 31/10/2018. Se proyecta un valor actual neto de U$ 1,679,821 utilizando la tasa de retorno WACC de 9.26% y un presupuesto de $. 4,744,521. / Peruvian Airport Company (PAC) is the company that has been awarded the maintenance, expansion and administration of Kuntur International Airport (AIK). In accordance with the concession contract and the Minimum Development Plan for the modernization of airport infrastructure, PAC is obliged to comply with investment milestones and mandatory improvements related to the increase airport operations. In order to comply with this, the current system should process approximately 3,229 bags/hour during peak demand hours by 2022; however, it currently only processes 1,735 bags/hour. The implementation of the "Improvements in the baggage transport system" program seeks to expand and improve the current system and avoid "bottlenecks" and spikes in demand that could lead to airline claims and fines for non-compliance by the regulatory body (OSITRAN – MTC). This program involves four projects: Upgrade of the X-ray machine system, Improvements in the transfer system, Infrastructure Works and Expansion and installation of conveyor belts. The project under study covers only the supervision of the expansion and installation of conveyor belts in zones 01 to 07 and should be implemented in 453 days, from 06/02/2017 to 29/10/2018. A net present value of $1,679,821 is projected using WACC return rate 9.26% and a budgeted amount of $. 4,744,521. / Trabajo de investigación

This study adopt input orientation data envelopment Analysis approaches to evaluate the operational efficiency for major international airports in terms of the top 20 ranking by total passengers handling in Asia region in 2008. Unlike the most the other airport literature researches only using the one-stage DEA to measure the efficiency, in this study, two-stage, the extension of DEA, adding the concept of the intermediates product, separate the airport operation into airport capital side and airport capability side, is applied to evaluate the two-side efficiency of each airport under the assumption of constant returns to scale, variable returns to scale, scale efficiency and super efficiency model by employing four inputs, four intermediate products and two outputs. The result of this study shows that the China Shenzhen Baoan airport is the best airport in overall technical efficiency in different stages. It indicates that the operation of small size airports (category by the passengers handling) are run more efficiency than the large one. In addition, by two-stage DEA analysis, the airport capital usage is better than in capacity utilization. It found that the China Beijing Capital airport is good in airport infrastructure usage but the capacity utilization is not enough. Finally, the number of increasing return scale airports are more than the decreasing return scale airports among Asia region (e.g. Taiwan Taoyuan airport), therefore, the expansions of facility and capacity in those increasing return scale airports are worthy to invest to promote the operational efficiency and its competitiveness.

Post deregulation, many U.S. airlines created hubs with banked schedules, however, in the past decade these same airlines began to experiment with depeaking their schedules to reduce costs and improve operational performance. To date there has been little research that has investigated revenue and operational shifts associated with depeaked schedules; yet understanding the trade-offs among revenue, costs, and operational performance at a network level is critical before airlines will consider future depeaking and related congestion-management strategies. This study develops data cleaning and analysis methodologies based on publicly available data that are used to quantify airport-level and network-level revenue and operational changes associated with schedule depeaking. These methodologies are applied to six case studies of airline depeaking over the past decade. Results show that depeaking is associated with revenue per available seat mile (RASM) increasing slower than the rest of the network and the industry as a whole. Depeaking is associated with improved operations for both the depeaking airlines and competitors. Airports benefit from increases in non-aeronautical sales associated with connecting passengers spending more time in the terminal. The underlying reasons driving airlines' scheduling decisions during depeaking vary greatly by case. Results from the study provide insights for airlines that are considering depeaking and the airports which are affected. The results suggest that losses in RASM and no improvement in operations could potentially lead an airline to repeak, and that RASM is prone to fall when a strong competitive threat exists.

This thesis makes significant contributions to improving the use of Airport Safety Areas (ASAs) as aviation accident risk mitigation measures by developing improved accident frequency models and risk assessment methodologies. In recent years, the adequacy of ASAs such as the Runway End Safety Area and Runway Safety Area has come under increasing scrutiny. The current research found flaws in the existing ASA regulations and airport risk assessment techniques that lead to the provision of inconsistent safety margins at airports and runways. The research was based on a comprehensive database of ASA-related accidents, which was matched by a representative sample of normal operations data, such that the exposure to a range of operational and meteorological risk factors between accident and normal flights could be compared. On this basis, the criticality of individual risk factors was quantified and accident frequency models were developed using logistic regression. These models have considerably better predictive power compared to models used by previous airport risk assessments. An improved risk assessment technique was developed coupling the accident frequency models with accident location data, yielding distributions that describe the frequency of accidents that reach specific distances beyond the runway end or centreline given the risk exposure profile of the particular runway. The application of the proposed methodology was demonstrated in two case studies. Specific recommendations on ASA dimensions were made for achieving consistent levels of safety on each side of the runway. Advances made in this study have implications on the overall assessment and management of risks at airports.

Thesis (M. Hous. M.)--University of Hong Kong, 1999. / Includes bibliographical references.

Thesis (M.Hous.M.)--University of Hong Kong, 1999. / Includes bibliographical references. Also available in print.

The Vancouver Airport Planning Committee met from 19 73 to 1976 to examine the implications of an expansion of Vancouver International Airport proposed by the Ministry of Transport. The committee was an experiment for it included participation by eleven agencies, including eight from all levels of gov-^ ernment and three non-governmental organizations (two from industry, one from the general public). The committee concluded its activities with the release of a report presenting three decision options for further public discussion. The report is remarkable in the degree of disagreement among agencies that it displays. This study first presents four political models of public participation in the planning process. One of the models, agency-public joint planning, very closely matches the Airport Planning Committee. Then a number of normative criteria for public participation are developed, against which the experience of the committee can be evaluated. The case of the Vancouver Airport Planning Committee is presented, based on readings of reports, minutes of meetings, correspondence, memoranda, related documents, and interviews with participants. Application of the criteria to this committee process reveals a number of shortcomings, most serious of which was the failure to develop and assess alternatives which "expressed the full range of values represented on the committee. Further interpretation of the reasons for difficulties encountered in the process, reveals that the central factor was the narrow and rigid policy position adopted, by the Ministry of Transport when other agencies perceived the issue to be much broader. The narrow policy position was the result of an interpretation of the role of the committee as only to advise on measures to mitigate the specific runway proposed by MOT. Some other agencies believed that the committee's role was much broader, to study and advise on a number of alternative policies for managing the growing demand for air transportation services. Fundamental differences of values separated the agencies involved, so that the disagreement on the nature of the process was never overcome. Instead conflict characterized the committee process, conflict which is reported and recorded in the Final Report. Despite these problems the Airport Planning Committee was basically successful in expressing the range of views, and in generating relevant information on the runway proposal. Public participation was successful in stating a value position (characterized as the 'conserver' viewpoint) which governmental agencies did not express. However the committee process demonstrated an inherent flaw in the agency-public joint planning model. When a diverse set of values is represented within a small problem-solving group dealing with a single issue the necessary conditions for evaluation, bargaining, and decision do not exist. Conflict resolution must take place at the political level; it must not be expected of such a group. The appropriate and important role of such a group is to develop the relevant range of alternatives and to assess their impact on the values represented. This information must then be passed to the political level for bargaining and decision-making. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

The aim of this work is to describe the past, present and expected future of the airport in Brno. An analysis was carried out that was sent as a reminder of the airport's potential, which should be revealed in the near future. The appendix describes airport development methods with similar characteristics used by other managers

The objective of this thesis is development study of airport Hradec Králové for IFR traffic on the basis of RNAV, with instrument approach, and it’s evaluation. Thesis contains author’s methodology for problem solving, description of the airport, determination of the lifting factors and study, including inputs analysis, description of the work and evaluation.