Der stetig steigende Flugverkehr führt zu Kapazitätsengpässen an vielen Großflughäfen. Die Möglichkeit des Ausbaus ist häufig aufgrund von Arealmangel und Widerstand aus der Bevölkerung (zumeist durch Umweltgesichtspunkte motiviert) nicht realisierbar. Ein Ausweg bietet hier die Kooperation mehrerer Flughäfen. So kann ein in der Nähe eines Großflughafens angesiedelter Regionalflughafen als zusätzliche Runwaygenutzt werden. Ausschlaggebend hierbei sind die landseitigen Anbindungen beider Flughäfen. Beide müssen zusammen annähernd wie ein Flughafen operieren. Der Optimierung dieses Systems kooperierender Flughäfen widmet sich die vorliegende Arbeit. Es werden zwei Szenarien näher untersucht und bewertet: Konventionelle S-Bahn-Verbindung unter Ausnutzung der vorhandenen Infrastruktur und mit einem fixen Fahrplan (traditioneller Betrieb) Verbindung unter Nutzung einer vollautomatischen Bahn mit bedarfsabhängiger Anpassung der Taktrate Die Modellierung erfolgt hierbei durch eine makroskopische Simulation auf der Basis des SYSTEM DYNAMICS Zugangs nach Forrester. Dieser zeichnet sich besonders durch seine prozessnahe Darstellung aus. In dieser Arbeit wird die Anwendbarkeit von SYSTEM DYNAMICS auf die Modellierung von Passagierströmen an Verkehrsknoten nachgewiesen, die Passagierverzögerung bei der Verknüpfung von Flughäfen ermittelt und der Ressourcenverbrauch, d.h. der Bedarf an Betriebsmitteln für die Verbindung bestimmt. / Steadily increasing air traffic leads to capacity problems at many major airports. In most cases it is not possible to enlarge the airport due to lack of area or resistance of the population (mainly motivated by environmental aspects). One way out is the cooperation of airports. It can be possible to use a smaller airport in the vicinity of a major airport as an additional runway. In this case the land-side connections between both airports are very important. The two airports have to operate like one big airport. This work deals with the optimization of the system of cooperating airports. Two scenarios are analyzed and rated in more detail: Conventional railway connection with utilization of existing infrastructure and with a fixed time table (traditional operational regime) Connection with an automated people mover with demand control schedule For macroscopic modeling the SYSTEM DYNAMICS approach by Forrester is used. The main feature is a very good real world representation. This work shows the applicability of SYSTEM DYNAMICS for modeling passenger flows at traffic junctions, calculates the passenger delay, which occurs between connected airports and specifies the consumption of resources, i.e. equipment necessary for the connection.

在我國入出境的旅客，大多數是經由桃園國際機場入出境，因此桃園國際機場可說是我國國家的大門，國際機場予人的觀感就是對於我國的第一印象。當旅客抵達國際機場時，首先會接觸到的即是海關通關作業，因此如果海關通關作業的服務品質良好，不但可提高旅客滿意度，更有助於提升我國在國際中的形象。 本研究參考Parasuraman,Zeithaml＆Berry（1988a，1991）所發展之服務品質量表，根據台北關稅局的海關通服務特性加以修正，設計出服務品質有關的26個題項，另參考Olorunniwo, Hsu＆Udo（2006）與Ruyter, Wetzels＆Birgelen（1999）對顧客服務滿意度的定義，並依此定義設計旅客滿意度量表的5個題項，衡量海關通關服務品質與旅客滿意度，運用SPSS統計套裝軟體，對回收之有效問卷進行統計分析，驗證本研究所探討之假設。本研究發現如下： 一、入境旅客所期望的海關通關服務水準與其實際所感受到的服務水準有顯著差異；而出境旅客所期望的海關通關服務水準與其實際所感受到的服務水準除有形性構面無顯著差異外，其餘反應性、可靠性、保證性與關懷性等四個構面皆有顯著差異。 二、入出境旅客所期望的海關通關服務水準與海關人員對旅客所期望的服務水準認知皆在關懷性構面有顯著差異，其餘構面皆無顯著差異。 三、入境旅客實際所感受到的海關通關服務水準與旅客的整體滿意度有顯著相關；而出境旅客實際所感受到的海關通關服務水準與旅客的整體滿意度在保證性與關懷性構面有顯著相關。 四、不同屬性入境旅客對其實際所感受到的海關通關服務水準在不同性別與不同年齡有顯著差異；不同屬性出境旅客對其實際所感受到的海關通關服務水準在不同職業、不同國別與不同月收入有顯著差異。 五、不同屬性入境旅客對其所期望的海關通關服務水準在不同國別有顯著差異；不同屬性出境旅客對其所期望的海關通關服務水準無顯著差異。 六、不同屬性入境旅客對旅客的整體滿意度在不同性別、不同年齡、不同職業、不同月收入、不同旅遊目的與不同使用頻率有顯著差異；不同屬性出境旅客對旅客的整體滿意度在不同國別、不同月收入與不同使用頻率有顯著差異。 七、不同屬性的海關人員對旅客所期望的海關通關服務水準認知無顯著差異。 本研究依據研究發現提出建議，以供海關機關與後續研究之參考。 / The passenger entering or leave the country in our country, the great majority enter or leave the country via Taoyuan International Airport, so Taoyuan International Airport can be regarded as the gate of the country of our country, the impressions that the International airport gives to people are the first impression on our country. When the passenger reaches the International airport, it can touches to be customs clear customs the homework at first, so if the customs clearance of the service quality of the homework is good, not only can improve passenger's satisfaction, contribute to improving the image in world of our country even more. consults Parasuraman, Zeithaml& Berry (1988a,1991)Service product quality forms developed, revise according to the open service characteristic of the customs of Taibei Bureau Veritas, is it serve quality relevant 26 question item to design, consult Olorunniwo, Hsu& Udo separately (2006) And Ruyter, Wetzels& Birgelen (1999) Definition of the satisfaction to customer service, and definition design passenger to be satisfied to measure 5 question item of form according to this, weigh customs is it serve quality and passenger satisfaction to clear customs, use SPSS to count the suit software, carry on statistical analysis to the effective questionnaire retrieving, verify the assumption that this research institute probes into. Originally discover as follows: 1. Inbound passenger has significant difference between the customs clearance service level of the passenger’s expectation and the customs clearance service level of the passenger’s actual perception, however, outbound passenger only has not significant difference in Tangibles between the customs clearance service level of the passenger’s expectation and the customs clearance service level of the passenger’s actual perception, the other four dimensions, responsiveness, reliability, assurance and empathy all have significant difference. 2. Inbound passengers and outbound passengers both have significant difference between the customs clearance service level of the passenger’s expectation and the customs clearance service level of the passenger’s expectation by the customs officer’s sense in empathy dimension, the other dimensions all have not significant difference. 3. Inbound passenger has significant relationship between the customs clearance service level of the passenger’s actual perception and the entire passenger’s satisfaction, however, outbound passenger has significant relationship between the customs clearance service level of the passenger’s actual perception and the entire passenger’s satisfaction in assurance and empathy. 4. Different attribute inbound passenger to the customs clearance service level of the passenger’s actual perception have significant difference in the different sex and different age. Different attribute outbound passengers to the customs clearance service level of the passenger’s actual perception have significant difference in the different month income, different occupation and different country. 5. Different attribute inbound passenger to the customs clearance service level of the passenger’s expectation have significant difference in the different country. Different attribute outbound passengers to the customs clearance service level of the passenger’s expectation have not significant difference. 6. Different attribute inbound passenger to the entire passenger’s satisfaction have significant difference in the different sexual, different age, different occupation, different monthly income, different purpose of travel and different using times. Different attribute outbound passenger to the entire passenger’s satisfaction have significant difference in the different country, different monthly income and different using times. 7. Different attribute customs to the customs clearance service level of the passenger’s expectation by the customs officer’s sense have not significant. To conclude, this study has some suggestions by empirical finding, customs organization and future study may referable.

This research seeks to connect the philosophical focus of the agency-structure debate with the practice of management through a comparative study of organisational decision-making in situations involving stakeholder consultation. Set in the context of decision-making following an airport master plan consultation, the study considers how the stakeholder framework can be integrated within institutional theory using institutional logics as a theoretical link between these two literatures. This thesis, which adopts a critical realist perspective, takes a comparative case approach of four airports, each owned in different ways. Interviews with airport managers are supplemented by discussions with stakeholders and industry experts. Two sets of a priori themes were identified from the literature. The first focuses on the institutional logics prevailing in the field and their influence on managers as they make decisions. The second considers four decision-making strategies managers might employ in this situation. Findings centre on the causal powers acting upon airport managers as they make their decisions. Whilst normative isomorphic pressure enables stakeholder consultation, the coercive pressure on the decision-making process deriving from English planning law, the adversarial and oscillating nature of Central Government policy, and a mimetic response to the nature of local authority development plans constrain the actions of airport managers. Indeed, the current bureaucratic form of capitalism limits stakeholder contribution to final master plans. This research makes four main contributions: Firstly, reflecting upon the agency-structure debate from a critical realist perspective has facilitated development of a model integrating the stakeholder framework within institutional theory. Secondly, it improves our understanding of how stakeholder contribution is managed in master planning. Thirdly, the study adds to the growing body of work that employs a critical realist perspective. Lastly, since reconciling conflicting stakeholder opinions may well be of vital importance to the future of the UK’s airport infrastructure, this work has practical significance for airport managers, government policy-makers and stakeholders as they strive to formulate worthwhile airport consultations.

published_or_final_version / Architecture / Master / Master of Architecture

published_or_final_version / Architecture / Master / Master of Landscape Architecture

Thèse numérisée par la Division de la gestion de documents et des archives de l'Université de Montréal

In an era of acute concern about airline safety, bird strikes are still one of the major hazards to aviation worldwide. The severity of the problem is such that it is mandatory in all developed countries to include bird management as part of airport safety management programs. In Australia, there are approximately 500 bird aircraft strikes per year (Bailey 2000). Brisbane airport has a relatively high occurrence of strikes, with an average of 77 recorded every year (2002-2004). Given the severity of the problem, a variety of techniques have been employed by airports to reduce bird strikes. Scare devices, repellents, continuous patrols for bird hazing, use of raptors to clear airspace of birds and depredation are used by many airports. Even given the diversity of control methods available, it is accepted that habitat management is the most effective long term way to control birds in and around the airport space. Experimental studies have shown that habitat manipulation and active scaring measures (shooting, scaring etc), can reduce bird numbers to an acceptable level. The current study investigated bird populations in six major vegetation habitat types identified within the operational and surrounding areas of Brisbane airport. In order to determine areas where greater bird control and management should be focused, bird abundance, distribution, and activity were recorded and habitats that pose the greatest bird strike risk to aircraft were identified. Secondly, species with high hazard potential were identified and ranked according to their hazard potential to aircraft. This study also investigated the effectiveness of different vegetation management options to reduce bird species abundance within operational areas of Brisbane airport. Four different management options were compared. Each management option was assessed for grass structural complexity and potential food resources available to hazardous bird species. Analysis of recorded data showed that of the habitats compared within the Brisbane airport boundaries, grasslands surrounding runways, taxiways and aprons possess the greatest richness and abundance of bird species that pose the greatest potential hazard to aircraft. Ibis and the Australian kestrel were identified as the bird species that pose the greatest risk to aircraft at Brisbane airport, and both were found in greatest numbers within the managed grasslands surrounding operational areas at the airport. An improved reporting process that allows correct identification of all individual bird species involved in bird strikes will not only increase the accuracy of risk assessments, but will also allow implementation of more effective control strategies at Brisbane airport. Compared with current grassland management practice, a vegetation management option of maintaining grass height at 30-50cm reduced total bird utilisation by 89% while utilisation of grassland by potentially hazardous birds was also reduced by 85%. Maintaining grass height within the 30-50cm range also resulted in a 45% reduction in the number of manipulations required per year (11 to 6), when compared with current management practices, and a 64% reduction in annual maintenance cost per hectare. When extrapolated to the entire maintained grass area at Brisbane airport, this resulted in a saving of over $60 000 annually. Optimisation of potential hazard reduction will rely on future studies that investigate the effect of particular vegetation species that could replace the existing mix of grasses used at Brisbane airport and an understanding of the relative importance of vegetation structure and food supply in determining utilisation by potentially hazardous bird species.

Thesis (M.B.A.)--University of Hong Kong, 1997. / Includes bibliographical references.

Submitted by Marcello Nunes (cellonunes@yahoo.com.br) on 2015-08-25T16:43:05Z No. of bitstreams: 1 Dissertacao - Marcello Nunes versao - Copy.pdf: 985621 bytes, checksum: 01bde73cf90b5ba04bd32027d1dd9dd6 (MD5) / Approved for entry into archive by GILSON ROCHA MIRANDA (gilson.miranda@fgv.br) on 2015-09-04T12:37:17Z (GMT) No. of bitstreams: 1 Dissertacao - Marcello Nunes versao - Copy.pdf: 985621 bytes, checksum: 01bde73cf90b5ba04bd32027d1dd9dd6 (MD5) / Approved for entry into archive by Marcia Bacha (marcia.bacha@fgv.br) on 2015-09-11T12:39:17Z (GMT) No. of bitstreams: 1 Dissertacao - Marcello Nunes versao - Copy.pdf: 985621 bytes, checksum: 01bde73cf90b5ba04bd32027d1dd9dd6 (MD5) / Made available in DSpace on 2015-09-11T12:39:34Z (GMT). No. of bitstreams: 1 Dissertacao - Marcello Nunes versao - Copy.pdf: 985621 bytes, checksum: 01bde73cf90b5ba04bd32027d1dd9dd6 (MD5) Previous issue date: 2015-05-21 / This work aims to study the airport sector and the Brazilian concession market and create a model for pricing the project from Guarulhos airport. Real data obtained from the concessionaire results and data made public, as inflation and GDP growth, as well as projections based on established premises are used. Different scenarios were considered in order to compare the results, which indicated a significant sensitivity of the model to passenger demand variations and also the flexibility of the investment schedule. / Este trabalho tem como objetivo estudar o setor aeroportuário e o mercado de concessões brasileiro e criar um modelo para precificação de um projeto de concessão do aeroporto de Guarulhos. Para isso, foram utilizados dados reais obtidos através dos resultados da concessionária e também dados divulgados publicamente, como inflação e crescimento do PIB, além de projeções baseadas em premissas estabelecidas. Foram considerados diferentes cenários com o objetivo de comparar os resultados, que indicaram uma sensibilidade significativa do modelo às variações de demanda de passageiros e também à flexibilização do cronograma de investimentos.

Made available in DSpace on 2016-06-02T20:00:44Z (GMT). No. of bitstreams: 1 4490.pdf: 5074863 bytes, checksum: 5f7bd67e5cff0e77b03c18c40f11edac (MD5) Previous issue date: 2012-07-13 / Universidade Federal de Minas Gerais / Over time, the business grossed airport beyond its traditional functions, such as transporting passengers and cargo, commercial functions, with the inclusion of shopping malls, cinemas, food courts, among others. Thus, several developments aids such as logistics companies, car rental, travel agencies and even residential neighborhoods, occupied in a disordered manner the airport surroundings, causing adverse impacts to their neighborhood. Aiming to remedy this and other undesirable consequences of development at any cost, which prevailed in recent decades, there was Law Project 181/89, which led the Estatuto da Cidade. Sanctioned in 2001, the Estatuto represented a major breakthrough with regard to planning and urban development, bringing an instrument to help assess environmental impacts at local level: the Impact of Neighborhood, which is designed the housing projects, institutional or commercial for which there is no requirement for the studies. This paper proposes a methodological framework for prediction, assessment and evaluation of impacts due to construction and operation of enterprises that make up the production chain airport, considering the neighborhood impacts arising from the implementation and operation of the Airport of Sao Paulo-Congonhas, which do not considered in environmental impact studies. At first, a literature review was conducted to understand the specifics of the study area, passing by the physicals, socials and economics attributes. This process was followed by field work, where photographic records were made, the identification of the production chain linked to the airport and the main impacts that it causes the local neighborhood. Then the collected data were used to compose cartographic representations, showing areas of occurrence for each impact raised, and the participation of each sector that makes up the production chain in the generation of such impacts. 8 After performing the above-mentioned procedures, it was concluded that the most significant impacts to the neighborhood were vehicles parked on uneven areas (such as sidewalks, vacant properties and on traffic routes) and the generation of noise, from the production structure, the mass circulation of vehicles and the airport itself. Among the groups of enterprises studied, it was observed that companies facing the logistics industry (cargo) and the airlines appear as the most striking, being the main generators of both the impacts described above, giving worse quality of life of local people. / Com o passar do tempo, os empreendimentos aeroportuários agregaram além de suas funções tradicionais, como transporte de passageiros e cargas, as funções comerciais, com a inclusão de shoppings, cinemas, praças de alimentação, entre outros. Dessa forma, diversos empreendimentos auxiliares, tais como empresas de logística, locação de veículos, agências de turismo e até mesmo bairros residenciais, passaram a ocupar de maneira desordenada os entornos aeroportuários, provocando impactos adversos a sua vizinhança. Visando sanar esta e outras consequências indesejáveis do desenvolvimento a qualquer custo, que preponderou nas últimas décadas, surgiu o Projeto de Lei 181/89, o qual originou o Estatuto da Cidade. Sancionado em 2001, o referido Estatuto representou um grande avanço no que concerne ao planejamento e ao desenvolvimento urbano, trazendo consigo um instrumento para auxiliar a avaliação de impactos ambientais a nível local: o Estudo de Impacto de Vizinhança (EIV), o qual se destina aos projetos habitacionais, institucionais ou comerciais para os quais não há a obrigatoriedade de EIA-RIMA. O presente trabalho propõe um referencial metodológico para previsão, levantamento e avaliação de impactos devido à construção e operação de empreendimentos que compõem a cadeia produtiva aeroportuária, considerando os impactos de vizinhança decorrentes da implantação e operação do Aeroporto de São Paulo-Congonhas, os quais não considerados em estudos de impactos ambientais. Em um primeiro momento, foi realizado um levantamento bibliográfico para se compreender as especificidades da área estudada, perpassando por atributos físicos, sociais e econômicos. Tal processo foi seguido por trabalhos de campo, onde foram feitos registros fotográficos, a identificação da cadeia produtiva vinculada ao aeroporto e os principais impactos que a mesma causa à vizinhança local. Em seguida os dados levantados foram utilizados para compor representações cartográficas, demonstrando as áreas de ocorrência para cada impacto levantado, e a participação de cada setor que compõe a cadeia produtiva na geração dos referidos impactos. Após a realização dos procedimentos supramencionados, foi possível concluir que os impactos mais significativos à vizinhança foram os veículos estacionados em áreas irregulares (como calçadas, imóveis vagos e nas vias de circulação) e a geração de 7 ruídos, provenientes da estrutura produtiva, da circulação maciça de veículos e do próprio aeroporto. Dentre os grupos de empreendimentos estudados, pôde-se observar que as empresas voltadas para o setor de logística (transporte de cargas) e as companhias áreas, configuram-se como as mais impactantes, por serem os principais geradores de ambos os impactos supracitados, conferindo prejuízos na qualidade de vida da população local.