Submitted by Emanuel Varela Cardoso (emanuel.varela@ufcg.edu.br) on 2018-05-14T19:13:34Z No. of bitstreams: 1 NILZELE DE VILHENA GOMES JESUS – TESE (PPGMET) 2014.pdf: 6278341 bytes, checksum: d1799ad3cede1860eb4826792903ca83 (MD5) / Made available in DSpace on 2018-05-14T19:13:34Z (GMT). No. of bitstreams: 1 NILZELE DE VILHENA GOMES JESUS – TESE (PPGMET) 2014.pdf: 6278341 bytes, checksum: d1799ad3cede1860eb4826792903ca83 (MD5) Previous issue date: 2014-08-29 / Capes / A ocorrência de condições meteorológicas adversas em aeroportos determina situações desfavoráveis ao tráfego aéreo, como restrição de visibilidade e teto, além de condições de pista escorregadia, que constituem um fator de grande risco à segurança das operações. Estes contratempos podem acarretar prejuízos vultosos para as empresas envolvidas e desconforto ao usuário da aeronavegação. Por isso, este estudo teve como objetivo a determinação de padrões atmosféricos que originam a ocorrência de condições meteorológicas adversas no Aeroporto Internacional de Belém (SBBE), através da aplicação da análise fatorial (AF) em análises de componentes principais (ACP). Foram usados os dados meteorológicos de superfície do SBBE e de Radiação de Onda Longa (ROL), em ponto de grade sobre Belém, proveniente das reanálises do National Centers for Environmental Prediction (NCEP). Através dos indicadores estatísticos, foi selecionado o conjunto de variáveis adequadas para a aplicação daACP. Os dados utilizados foram dos períodos chuvosos de 2003 a 2012, pois na estação chuvosa foi detectado o maior número de emissões de mensagens especiais (código SPECI) no SBBE. O fator dominante está associado à variação diária do aquecimento/resfriamento da superfície. O segundo fator representa as alterações no teor de umidade próximo da superfície, decorrente da variabilidade climática associada com anomalias da temperatura da superfície do mar nos Oceanos Atlântico e Pacífico. E o outro fator igualmente importante, tem relação com a presença de convecção profunda, e consequentemente, de tempestades, as quais foram desenvolvidas por mecanismos das circulações locaisdinâmicos em mesoescala, tais como circulações de brisa marítima e/ou fluvial sobre a área em que se localiza o SBBE. Este último fator foi o qual apresentou o maior número de ocorrência das variáveis que apresentam relação com o estabelecimento das situações meteorológicas adversas que limitam as operações de pousos e decolagens no SBBE. / The occurrence of adverse weather conditions at airports determines unfavorable situations to air traffic, as visibility and ceiling restriction, and slippery track conditions, which are a major risk factor for safety operations. These setbacks can cause sizeable losses for the companies involved and discomfort to the airworthiness of the users. Therefore, this study aimed at determining weather patterns that cause the occurrence of adverse weather conditions in Belem International Airport (SBBE) through the application of factor analysis (FA) on principal components analysis (PCA). It wasused meteorological surface data from the SBBE and outgoing longwave radiation (OLR), in grid point over Belém (Brazil), from the reanalysis of the National Centers for Environmental Prediction (NCEP). Through statistical indicators, it was selected the appropriate set of variables for the application of the PCA. The data used were in the rainy periods of 2003 to 2012, as the rainy season has been detected as many reports of the SPECI code in the SBBE. The dominant factor is associated with the daily variation of the heating/cooling of the surface. The second factor is the changes in the moisture content near the surface as a result of climate variability associated with temperature anomalies of the sea surface in the Atlantic and Pacific Oceans. And another equally important factor is related to the presence of deep convection, and consequently storms, which were developed by mechanisms of dynamic local mesoscale circulations such as circulations of maritime and/or fluvial breeze over the area in which is located the SBBE. This last factor was the one which had the highest number of occurrences of the variables that have relation with the establishment of the adverse weather conditions that limit of takeoffs and landings operations in the SBBE.

This work deals with the notion of hybridity; an ideal moment of cultural negotiation which results, in the words of Homi Bhabha, in the creation of a 'third space.' This theoretical plateau is formed by two parties whose agendas, while ostensibly conflicting, overlap enough so that each informs the space but neither dominates it . In this case I examine a specific site of hybridity, the "Arrivals Passengers Only" area of the Vancouver International Airport. Here, the space is informed by the presence of works, created by the Coast Salish Musqueam people, in the Airport Terminal, created by the Vancouver International Airport Authority. While this sort of negotiation can be described using positive and progressive terms, and the creation of a third space represents a compelling ideal, I argue that the moment of hybridity within the airport is ultimately undermined by other areas of the building in which no negotiation has taken place. The airport's role as a business necessitates marketing strategies aimed mainly at tourists and other business interests. Since virtually the entire building is devoted to that market, the negotiated hybrid space becomes hidden so that its potential impact is lost. Although participating in the creation of a working model of culture with the Musqueam people, the Airport ends up destabilising that model and the space, the ‘third space,’ which contains it. This particular example points to a site specific aspect of contemporary North American culture by drawing on the local community as a source for investigating that discourse. The thesis, then, has two points of entry; the ephemeral discourse of cultural negotiation and the locally grounded freeze-frame view of one site in contemporary Vancouver. / Arts, Faculty of / Art History, Visual Art and Theory, Department of / Graduate

abstract / toc / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

The United States Weather Bureau had published Technical Paper No. 40 (TP-40) in 1961 which provides a rainfall atlas for the United States. These rainfall frequencies have been used by engineers throughout the United States including Jefferson Parish, Louisiana. Rainfall from Audubon and the New Orleans International Airport rain gauge stations were used with the Log Pearson Method to provide rainfall frequency for Jefferson Parish, Louisiana. The results from the frequency rainfall that were developed for this research along with the current Jefferson Parish design storm rainfall were applied to a typical urban development to evaluate the extent of flooding.

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

In the process of globalization, air transportation plays an important role for the development of regional and national economy. There has been considerably increasing demand for air transportation and will continue in the foreseeable future. In this respect this research demonstrates a case study of Sabiha G&ouml / k&ccedil / en International Airport, the second and recently built airport of istanbul, and its relation with the region. The main aim of this study is to understand the initial transportation benefits of the Sabiha G&ouml / k&ccedil / en International Airport investment.The objectives of the research are to understand the contribution of Sabiha G&ouml / k&ccedil / en International Airport to istanbul and particularly the Anatolian side, in terms of air travel mobility as well as savings in cost and time, to identify the current and potential role of Sabiha G&ouml / k&ccedil / en International Airport in the multi-airport system of istanbul and to assess the usage of the airport by analyzing the current customer profile in order to understand the spatial aspects of the current demand.

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.

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