Airport Planning

São José dos Campos, SP -Brasil 2016 ii RESUMO Esta pesquisa tem como objetivo realizar uma análise da escolha de aeroportos por usuários do transporte aéreo da região de múltiplos aeroportos de São Paulo (RMA-SP), através de uma modelagem de escolha discreta, utilizando, para isto, uma análise dos dados de preferência de uma base publicada por uma empresa de consultoria no setor aeroportuário. O modelo econométrico utilizado consiste no Multinomial Logit, que é o mais utilizado na literatura de análise de apenas uma dimensão de escolha e reconhecido pela facilidade na implementação e interpretação de resultados. Os estudos de escolha discreta em regiões de múltiplos aeroportos representam um tema bastante discutido na literatura internacional, contudo, ainda são poucos os exemplos no Brasil que investigaram a escolha aeroportuária voltada a percepção dos passageiros. No contexto de crescimento da demanda pelo transporte aéreo brasileiro, alguns dos maiores aeroportos foram pressionados a compatibilizar suas instalações ao crescimento da demanda, como é o caso dos aeroportos da RMA-SP, a maior região de múltiplos aeroportos do país em termos de movimentação de passageiros. No entanto, as capacidades instaladas dificilmente podem crescer de forma equivalente à demanda, devido às restrições físicas, sociais e ambientais as quais os aeroportos estão sujeitos, como ocupações urbanas e limitações de ruído no entorno. Na busca por soluções para os gargalos de infraestrutura da Área Terminal de São Paulo (TMA-SP), é levantada a alternativa de construção de um quarto aeroporto de grande porte na região. Contudo, decisões como esta são complexas, uma vez que podem gerar perturbações na rede aeroportuária, pois o caso de expansão da capacidade em uma Região de Múltiplos Aeroportos depende não somente do crescimento total do tráfego, mas também da distribuição da demanda pelo transporte aéreo dentre as alternativas de aeroporto. Nesse contexto, entender o comportamento dos passageiros na tarefa de escolha aeroportuária é uma componente chave nos estudos de demanda. Os resultados obtidos na modelagem econométrica mostraram evidências de que na escolha entre os aeroportos de Guarulhos e Congonhas, tarifa e tempo de acesso são fatores significantes para os passageiros a negócios e apenas tarifa mostrou significância para os passageiros a lazer. Na escolha entre Guarulhos e Viracopos, as evidências encontradas foram que frequência, tarifa, tempo e custo de acesso possuem significância para todos os tipos de passageiros, sendo Guarulhos o preferido de forma global.

The book Megastructure Schiphol — Design in Spectacular Simplicity charts the design development of the airport, and reveals how Schiphol is both international in its orientation and as a result of the landscape and public-infrastructure planning tradition
of the Netherlands. The various aspects of Schiphol’s design, such as its growth over time, spatial impact and day-to-day operations, are effectively communicated through
so-called visual essays, data visualisations, while the essays give more detailed historical, political and economic background information.

Baggage sorting is one of the major requirements for rapid processing in an airport. For larger airport automated system is must to match with the dynamic world. But there are many small to medium size airports handling between 1.5 and 6 million passengers a year, still haven’t automated. For many of these airports, there are still big gains to be made – in cost, time, efficiency and sorting quality – by introducing automated sorting system. The problem for many of those airports is finding the right systems to do the job. Because in many cases, solutions are designed primarily for the larger airports where much of the automation market is to be found are not cost effective for lower volume environments, and often those system cannot be accommodated within the space constraints of smaller terminal buildings. In the present project, an automated baggage handling and sorting system has been designed using microcontroller so that it could be cheaply implemented on a small size terminal with a low cost. A small scale model of the project has also been constructed. The sorting system is based on bar code reading and tracking of the baggage in a terminal. The baggages are then diverted to their destined terminal using a gate control system. The model can also be used in any packaging and distribution system.

No doubt that the aviation industry has developed dramatically in the last years, the industry witnessed double digit growth in the passengers figures and this urged the airports operators to focus on improving the services quality and finding out new methods to meet the passenger expectation and provide him with high level of comfort while travelling through the airfield. The research will spot the light on the passenger comfort attributes at Dubai airport which is considered as one of the busiest airfields in the world in terms of handling international traffic; the study will assess the comfort factors across the airfield operational areas to identify the strengths and the potential improvement in the entity, the research methodology is based on collecting the secondary data through accessing numerous business reports and published scientific studies while the primary data is obtained via distributing 100 questionnaires for customers travelling through Dubai aerodrome, the survey measured the passenger satisfaction and covered 35 comfort attributes , the collected data had been interpreted by using the software of statistical package of social science (SPSS), the study provided the official authorities with outcomes and recommendations about the airfield moreover the research revealed that the customers agreed on the airport comfort attributes level and Dubai aerodrome is a benchmarking for passenger convenience in aviation industry .

Airport development decisions in a multi-airport region are rather complex because the concerned airports are part of a network of airports. The decision-making process to a great degree depends on reliable estimates of passenger demand at the different airports. Previous researches highlight the need for airline authorities to know the potential passengers' sensitivity to price, frequency and accessibility when developing a new strategy or new market. These sensitivities are necessary to accurately forecast the demand and opportunities for cost recovery of investments in airport or airline capacity. This is clearly the case for the Kalibo and Caticlan airports which both serve Boracay island, a world-famous tourist destination. This paper argues that airport capacity expansion decisions need to take into account a multi-airport perspective in assessing the value and timeliness of such investments. Planning scenarios based on calibrated airport choice model are developed to evaluate the market size of each airport.

According to 2013 data, only approximately 1% of the total cargo volume is transported through the air. Air cargo consists of approximately 42 million tons of freight compared with 9.5 billion tonnes cargo shipped by sea. By value, it is 35% of world trade. In 2014, freight traffic rose 4.4%. By the year of 2033, world air cargo will grow 4.7% each year1. This makes air cargo an essential part of global supply chains. It also makes a significant impact and contribution to the global economy. The threat of terrorism may drive up the cost of shipments, and although balancing the cost of screening and the shipping price is problematic, the Certified Cargo Standard Screening Program has been a huge success with a large number of entities including shippers, freight forwarders, and independent cargo screening facilities becoming part of this program and alleviating the burden on air carriers from screening all of it.  It has been very successful in meeting the 100% mandate and should be able to meet the challenges for the growth in cargo volume. Furthermore, considering that the highest growth is in air cargo coming from Asia, this also poses a challenge: the ability and/ or willingness of international trading partners to implement changes to their own security policies. For example, in India, costs and land issues to provide such new security infrastructure may become an obstacle. Costs, because to upgrade the screening technology will require a significant amount of money in which the government might prefer to put it into other more pressing issues, and the private sector, the freight forwarders, would hesitate to do so because it will require them to buy new expensive equipment thus. Would increase shipping costs and reduce demand. Land issue, because most of the airports or freight forwarders warehouse’ have limited land to develop to accommodate additional equipment for screening procedures2. EU Airlines and governments may comply with 100% screening of cargo. EU and U.S. air cargo may be much safer due to the regulations that have been applied. There is one problem concerning this issue, namely that transferred cargo, which arrives in the EU from a non-EU country, but its final destination is in a non-EU country, is processed without being objected to the same strict security screenings3. It is still possible to pursue an attack of terrorism by planting a bomb made from household material such as TPAT and PETN through air cargo, but in order to make big enough impact and no suspicion, the parts have to be broken down into smaller pieces, and later placed in the same containers in order to get through screening. That could not possibly be done unless there is inside job, an employee that will take part in a crime. But it is safe to say that U.S. Department of Homeland Security has prevented that possibility through extensive background checks of employees of air cargo business.  There is always the possibility, but the chance is too small to be worried about that4. U.S. government and air cargo supply chains in general have done their best to keep cargo safe and to prevent any criminal act especially the current rising terrorism threat of happening in the U.S. air cargo system. Technology has been boosted so it can detect current or further substance that might be in any explosive materials. However, though it is low, there are still security gaps in the inbound security system. More international laws by international organizations such as ICAO is expected so the air cargo inbound and outbound, worldwide security is improving.

This article examines five common misunderstandings about case-study research: (a) theoretical knowledge is more valuable than practical knowledge; (b) one cannot generalize from a single case, therefore, the single-case study cannot contribute to scientific development; (c) the case study is most useful for generating hypotheses, whereas other methods are more suitable for hypotheses testing and theory building; (d) the case study contains a bias toward verification; and (e) it is often difficult to summarize specific case studies. This article explains and corrects these misunderstandings one by one and concludes with the Kuhnian insight that a scientific discipline without a large number of thoroughly executed case studies is a discipline without systematic production of exemplars, and a discipline without exemplars is an ineffective one. Social science may be strengthened by the execution of a greater number of good case studies.

ACRP Staff Comments This is one of four UAS-themed problem statements developed as a result of the ACRP UAS Panel Workshop. (The others are 17-01-21, 17-01-23, and 17-10-09.) Funding the four problem statements in total would maximize their benefit to the airport industry. TRB Aviation Committee Comments AIRFIELD AND AIRSPACE CAPACITY AND DELAY: Support. Consider adding elements of the other four airport-focused UAS projects in this problem statement. Review Panel Recommendation and Comments Recommended. Panel recommends this proposed research; however, make sure that it is coordinated with studies that are underway or those that have been recently funded. Scope needs to be refined to be less broad and more focused on issues airports can actually incorporate. AOC Disposition This problem statement received an average rating of 4.2 points out of a possible 5 points among voting AOC members. There was significant discussion regarding the UAS-related problem statements, both those developed as part of ACRP's UAS workshop and those submitted from other authors. The AOC allocated $1.0 million for UAS-related research for FY 2017 and directed staff to ensure specific research projects would be both prioritized in terms of timing and importance and also coordinated. UAS-related research will be accomplished as ACRP Project 03-42.

Phronetic organizational research is an approach to the study of management and organizations focusing on ethics and power. It is based on a contemporary interpretation of the Aristotelian concept phronesis, usually as ‘prudence’. Phronesis is the ability to think and act in relation to values, to deliberate about ‘things that are good or bad for humans’ in the words of Aristotle (1976:1140a24–b12). Phronetic organizational research effectively provides answers to the following four value-rational questions, for specific problematics in management and organization studies: 1. Where are we going with this specific management problematic? 2. Who gains and who loses, and by which mechanisms of power? 3. Is this development desirable? 4. What, if anything, should we do about it?

The Aalborg Project may be interpreted as a metaphor of modern politics, modern administration and planning, and of modernity itself. The basic idea of the project was comprehensive, coherent, and innovative, and it was based on rational and democratic argument. During implementation, however, when idea met reality, the play of Machiavellian princes, Nietzschean will to power, and Foucauldian rationality-as-rationalization resulted in the fragmentation of the project.

At the same time that case studies are widely used and have produced canonical texts, it may be observed that the case study as a methodology is generally held in low regard, or is simply ignored, within the academy. For example, only 2 of the 30 top-ranked U.S. graduate programs in political science require a dedicated graduate course in case study or qualitative methods, and a full third of these programs do not even offer such a course. In contrast, all of the top 30 programs offer courses in quantitative methods and almost all of them require training in such methods, often several courses. In identifying this paradox of the case study’s wide use and low regard, Gerring rightly remarks that the case study survives in a “curious methodological limbo,” and that the reason is that the method is poorly understood. In what follows, we will try to resolve Gerring’s paradox and help case study research gain wider use and acceptance.

This presentation describes the Planning and Design criteria needed to be considered when planning for Unmanned Aircraft Systems (UAS) operations at airports.
The complete Webinar series: Plnning for NonTraditional Airports can be found online:
http://www.trb.org/ElectronicSessions/Blurbs/174989.aspx

Traditional design methods of airport terminal are mostly based on forecast models, which, in many cases, fail to capture the unexpected events and changes that are occurring every now and then. Hence, the ever growing aviation industry requires airport terminals to be planned and constructed in such a way that will allow flexibility for future design, alteration and redevelopment. The concept of flexibility in terminal design is a relatively new initiative, and the currently available design rules or guidelines do not adequately address this issue. The objective of this paper is to identify a list of key design parameters that will facilitate airport planners and designers to successfully implement the concept of flexibility in an airport. Based on a comprehensive literature review of relevant case studies demonstrating flexible and inflexible airport design, a total of ten design parameters have been identified. Significance of the design parameters are briefly discussed, and it is envisaged to be the first stepping stone towards developing a comprehensive guideline to achieve flexible layouts for airport terminals.

In this paper we argue that the use of the communicative theory of Jürgen Habermas in planning theory is problematic because it hampers an understanding of how power shapes planning. We posit an alternative approach based on the power analytics of Michel Foucault which focuses on ‘what is actually done’, as opposed to Habermas’s focus on ‘what should be done’. We discuss how the Foucauldian stance problematises planning, asking difficult questions about the treatment of legitimacy, rationality, knowledge and spatiality. We conclude that Foucault offers a type of analytic planning theory which offers better prospects than does Habermas for those interested in understanding and bringing about democratic social change through planning.

Cities grow and prosper in relation with their transportation hubs. In the past, coastal towns with adequate harbors grew and expanded quickly. In modern times, similar prospects apply to cities with airports which provide competitive advantages for regional and urban development. In addition to being a complex system of facilities, airports are significant stimulators for economic activities in its catchment area. In the last thirty years or so, airports have become clusters of not only transportation-related operational services but also commercial and business activities.
Accordingly, airports have grown into complex and multi-faced mega structures, offering space for longer runways and larger terminals, and accommodating a growing number of functions that have nothing related with aviation. Hence, Aerotropolis defined by Prof. Dr. Kasarda is regarded as an urban cluster with similar features to the traditional metropolitan structure. In its core, Airport City is located which functions as the traditional city center of Aerotropolis.
This thesis focuses on the principles and relationships for land use planning and design of airports and their environs under the umbrella of Airport City concept. It is aimed to underline current design framework of Airport Cities which is found missing in terms of academic studies. In this context, the Airport City model clarified, and selected cases have been evaluated under certain design principles in order to have an output about design criteria of the Airport City development. The research concludes with inferences regarding existing design guidelines of certain Airport City cases.

This article presents the theoretical and methodological considerations behind a research method which the author calls ‘phronetic planning research’. Such research sets out to answer four questions of power and values for specific instances of planning: (1) Where are we going with planning? (2) Who gains and who loses, and by which mechanisms of power? (3) Is this development desirable? (4) What, if anything, should we do about it? A central task of phronetic planning research is to provide concrete examples and detailed narratives of the ways in which power and values work in planning and with what consequences to whom, and to suggest how relations of power and values could be changed to work with other consequences. Insofar as planning situations become clear, they are clarified by detailed stories of who is doing what to whom. Clarifications of that kind are a principal concern for phronetic planning research and provide the main link to praxis.

The aim of current research monograph is to provide a deeper view of the complex relationship between the air transport and tourism industries. The adopted point of view – a destination perspective – enables one to go into a more detailed exploration of the topic and to consider issues that usually remain invisible at the strategic managers’ level. The elaborated destination analysis framework and the identification of common points between aviation and tourism set the groundwork for further examination of the air transport-tourism nexus. Therefore, the book would be useful both for students and researchers in the field of tourism, hospitality and destination management, and for practitioners and destination management representatives who may find interesting insights and ideas for improvement. The monograph would be suitable also for managers and representatives from the air transport industry by providing them with the other point of view – that of the local tourist destination – to consider in their strategic growth and negotiation process.

Rem Koolhaas, born Remmet Koolhaas, is a Dutch architect, author, theorist, cultural researcher, professor, and also an urban planner born on November 17 th , 1944 in Rotterdam, Netherlands. He was born to Anton Koolhaas and Selinde Pietertje Roosenburg. His father, Anton Koolhaas was a screenwriter, novelist, and critic. He has two siblings, a brother, Thomas, and a sister, Annabel.

Back cover text: If the new fin de siècle marks a recurrence of the real, Bent Flyvbjerg’s Rationality and Power epitomizes that development and sets new standards for social and political inquiry. The Danish town of Aalborg is to Flyvbjerg what Florence was to Machiavelli: a laboratory for understanding the real workings of power, and for grasping what they mean to our more general concerns of social and political organization. Politics, administration, and planning are examined in ways that allow  a rare, in-depth understanding. The reader witnesses, firsthand, the classic and endless drama which defines what modernity and democracy are and can be.

Traditional analytical models of airport runway ultimate capacity typically rely on already known operational procedures and runway dependency. We investigate how the steeper and the staggered approach procedures combined might affect airport capacity by investigating a scarcely exploited type of runway system: open V shaped runways. With this type of runway configuration, we propose an analytical model considering steeper and staggered approach procedures which allow safe simultaneous approaches at both open V shaped runways. Some of the airports with this runway configuration are Edmonton Airport, Jacksonville Airport and Brisbaine Airport, but we apply the developed model at Galeão Airport due to its importance in Brazilian's air transport (second busiest international airport of Brazil). The results indicate that steeper and staggered approach procedures applied simultaneously for Galeão Airport can increase the airport runway system capacity up to fifty four percent when operating arrivals and departures (fifty percent each).

Purpose: Airport master plans have been used for decades but research done on the effectiveness, and its alternatives is limited and still in the beginning phase. This research begins to fill in the gaps. The purpose of this applied research project is to explore the facilitators and barriers of effective strategic planning at airports and the alternates. A review of the scholarly literature on airport strategic planning and airport master planning developed the three key concepts. After conducting interviews with airport professionals, a preliminary assessment was developed to begin addressing the challenges with each concept. 

Methodology: A standardized, open ended interview was developed to assist with gathering qualitative data. The concepts were identified in the literature review as a framework to construct the interview questions. The sample of this study includes four airport planning officials and two airport executives that were interviewed to discuss the challenges and successes of airport master planning around the country.

Findings:  initial findings suggests the respondents agree each airport has similar facilitators and barriers when implementing an airport master planning. The issues are consistent with the literature and the following recommendations were outputs of this research project:
• Develop realistic goals that support the customers’ needs and ensure the goals receive community and political support early in the process.
• Engage political figures early in the process and incorporate their ideas, airport must garner support from key political figures for large project funding.
• Provide the FAA with a master plan that clearly demonstrates the need for new facilities to support passenger demand and meaningful justification.
• Improve communication across the organization.
• Ensure the master plan can be funded as presented.
• Provide the FAA with a master plan that clearly demonstrates the need for new facilities to support passenger demand and meaningful justification.
• Improve communication across the organization.
• Ensure the master plan can be funded as presented.

• Provide the FAA with a master plan that clearly demonstrates the need for new facilities to support passenger demand and meaningful justification.
• Improve communication across the organization.
• Ensure the master plan can be funded as presented.

• Provide the FAA with a master plan that clearly demonstrates the need for new facilities to support passenger demand and meaningful justification.
• Improve communication across the organization.
• Ensure the master plan can be funded as presented.

• Provide the FAA with a master plan that clearly demonstrates the need for new facilities to support passenger demand and meaningful justification.
• Improve communication across the organization.
• Ensure the master plan can be funded as presented.

• Provide the FAA with a master plan that clearly demonstrates the need for new facilities to support passenger demand and meaningful justification.
• Improve communication across the organization.
• Ensure the master plan can be funded as presented.

• Provide the FAA with a master plan that clearly demonstrates the need for new facilities to support passenger demand and meaningful justification.
• Improve communication across the organization.
• Ensure the master plan can be funded as presented.

• Provide the FAA with a master plan that clearly demonstrates the need for new facilities to support passenger demand and meaningful justification.
• Improve communication across the organization.
• Ensure the master plan can be funded as presented.

• Provide the FAA with a master plan that clearly demonstrates the need for new facilities to support passenger demand and meaningful justification.
• Improve communication across the organization.
• Ensure the master plan can be funded as presented.

_Why an Airport?

A typology that has appeared first only a couple of centuries
ago has become one of the most important centers of traffic
in the past decades. This type of architecture is often neglected
by many as it is not a stationary like other buildings.
It’s about flows and rapidity, meaning it is highly regulated,
and therefore it may seem for one that there is no space for
architecture. However, for others, an airport is one of the
most current types of architecture as it symbolises the rapid
flows of our highly digitized society. It evokes the problems
our profession faces today, notably confusion of scale and
the return of ornamentation [Picon, 2012]. As our world is
becoming more connected through the Internet and advanced
infrastructures, the notions of individuality and locality have
become blurred, often resulting in peculiar contradictions.
These are fully present In airports, for example the duality of
private and public in the airspace and control zones, or that
an airport can be experienced either from the inside or from
far away, a height of a flying airplane. This building is an articulation
point between various aspects of our society, that
is trying to define a small scale in this big world.

The tourism industry along with the shipping industry constitutes the two bigger economies of Greece, helping considerably both the national economy and the local communities. ―Air tourists‖ visiting the islands from abroad during the period 1990- 2007, presented an average increase of 6.1%, that is to say, a higher increase of 0.8% comparing to the total figure of Greek tourism industry. From the 20.5 million passengers that had arrived Greece, 9.5 million of them visited Greek islands (46.9%).. Most of those
9.5 millions (77.5%) were passengers from abroad, reaching almost 7.5 million passengers. In this paper we consider air tourism of Chios island comparing it with the other islands. Our analysis shows that air tourism from abroad to Chios seems both negligible and declining. It‘s questionable why Chios, although a big island with natural beauty, rich tradition, and considerable religious and archaeological monuments, has low comparable tourism development to other Greek islands (Angelis and Katarelos, 2000). In order to solve this problem, some suggestions are given to reverse the situation.

The development of airports beyond a key piece of transport infrastructure is occurring worldwide. Airports are transforming themselves into ‘Airport Cities’ and in the process they are having a significant impact on local and regional economies. Airports are seeking to maximize non-aeronautical income from a range of activities including development industry, warehousing, hospitality, office buildings, accommodation, residential and in the case of Dallas/Fort Worth International Airport, the refinement of natural gas.
Airport system planning is a planning effort that considers a collection of airports, either on a local, state, regional, or national level, expected to complement each other as part of a coordinated air transportation system. Through airport system planning, the objectives of individual airports are set in accordance with the needs of the community by, for example, setting the mission of each airport to serve certain segments of the demand for aviation, such as targeting one airport in a region to handle international commercial air travelers and another airport to handle primarily smaller general aviation aircraft operations. Airport system planning should be a part of an Airport City model to make entire airport work correctly.

This article provides an answer to what has been called the biggest problem in theorizing and understanding planning: the ambivalence about power found among planning researchers, theorists, and students. The author narrates how he came to work with issues of power and gives an example of how the methodology he developed for power studies—phronetic planning research—may be employed in practice. Phronetic planning research follows the tradition of power studies running from Machiavelli and Nietzsche to Michel Foucault and Pierre Bourdieu. It focuses on four value-rational questions: (1) Where are we going with planning? (2) Who gains and who loses, and by which mechanisms of power? (3) Is this development desirable? (4) What should be done? These questions are exemplified for a specific instance of Scandinavian urban planning. The author finds that the questions, and their answers, make a difference to planning in practice. They make planning research matter.

The essay is my individual assignment in the Air Traffic Management modules in my Higher diploma programme. This short research describes the situation of Hong Kong's Flight Delays and the possible causes from the tremendous expansion of Aviation Market in Asia, Aerodrome limitations to the Labour shortage in Hong Kong International Airport. The possible solutions will also briefly provided to tackle the Air traffic issues in Hong Kong

Niccolò Machiavelli, the founder of modern political and administrative thought, made clear that an understanding of politics requires distinguishing between formal politics and what later, with Ludwig von Rochau, would become known as Realpolitik. No such distinction has been employed in the study of rationality. Yet I will argue that distinguishing between formal rationality and real rationality is as important for the understanding of rationality and planning as the distinction between formal politics and Realpolitik has been for understanding politics.

The purpose of the present chapter is to demonstrate how social scientists may engage with mass media to have their research impact public deliberation, policy and practice. Communicating research to practice is part and parcel of applied phronesis and not something external to it. Even in Aristotle's original definition of phronesis, laid down more than two millennia ago, the knowledge–action relationship is clear. A defining characteristic of phronesis is, in Aristotle's words, that it is ‘reason capable of action’ (The Nicomachean Ethics, 1976: Bk VI, 1140a24–1140b12). Phronetic research results (‘reason’) are therefore results only to the extent they have an impact on practice (‘action’). In public affairs, reason is made capable of action by effectively having reason enter the public sphere and public deliberation. It is reason times exposure in the public sphere that matters, not reason alone. Today, mass media dominate the public sphere in liberal democracies. The relationship of research with media therefore needs to be reflected. However, to my knowledge no study exists that describes in detail this aspect of phronetic research. Even in social science as a whole, studies of how scholars work with mass media to secure public impact of their research seem rare (Bagdikian 2004; McCombs 2004; Bryant and Oliver 2009). This, then, is the purpose of the present chapter: to begin to close this gap in our knowledge of social science and phronesis. Because the field is underexplored, it was found to be prudent to start with a phenomenological case study. The study shows how a group of phronetic social scientists, including the author, engaged with media, including world-leading titles such as The New York Times, in order to place their research results on the public agenda and initiate change in their chosen field of interest: megaproject policy and management.

The present work consists in the conception of an airport masterplan, composed by projectual guidelines and strategies, which were developed based on the results of a POE (post-occupancy evaluation) applied to the international airport Presidente Castro Pinto. The methodology, which involves different methods of analysing a building's performance through the years, is not focused on its physical aspects, but on the functional ones: its users and their needs. The results of the analysis, added to specific biographies about airports planning and management, made it possible to understand Castro Pinto's main problems and stabilish strategies to improve the funcionality of its spaces. This masterplan's purpose is not only to guide makeover and expansion projects of airports with the same characteristics as Castro Pinto, but also to assist projectists in the conception of new ones. The expectation is that this work will contribute to the transformation of airports into efficient buildings, represented by functional projects that are both compatible to the passengers needs and adaptable to the emerging technologies.

Taken together, the works of Jurgen Habermas and Michel Foucault highlight an essential tension in modernity. This is the tension between the normative and the real, between what should be done and what is actually done. Understanding this tension is crucial to understanding modern democracy, what it is and what it could be. It has been argued that an effective way of making democracy stronger is to strengthen civil society. This article contains a comparative analysis of the central ideas of Habermas and Foucault as they pertain to the question of democracy and civil society. More specifically, the discourse ethics of Habermas is contrasted with the power analytics and ethics of Foucault evaluating their usefulness for those interested in understanding, and bringing about, democratic social change.

La problématique des impacts environnementaux s'est imposée depuis plus de trente ans dans les discours tant institutionnels qu'opérationnels, tant de la part des opposants locaux que des chercheurs, et elle constitue pour les aéroports l'une des principales limites à leur développement 1 voire simplement à leur fonctionnement.

If we want to empower and re-enchant organization research, we need to do three things. First, we must drop all pretence, however indirect, at emulating the success of the natural sciences in producing cumulative and predictive theory, for their approach simply  does not work in organization research or any of  the social sciences (for the full argument, see Flyvbjerg 2001). Second, we must address problems that matter to groups in the local, national, and global communities in which we live, and we must do it in ways that matter; we must focus on issues of context, values, and power, as advocated by great social scientists from Aristotle and Machiavelli  to Max Weber and Pierre Bourdieu. Finally, we must effectively and dialogically communicate the results of our research to our fellow citizens and carefully listen to their feedback. If we do this – focus on specific values and interests in the context of particular power relations – we may successfully transform organization research into an activity performed in public for organizational publics, sometimes to clarify, sometimes to intervene, sometimes to generate new perspectives, and always to serve as eyes and ears in ongoing efforts to understand the present and to deliberate about the future. We may, in short, arrive at organization research that matters.

This paper focusses upon passenger flow issues within airport terminals and includes all activities occurring between curb-side and boarding. To improve passenger flow and associated planning activities, a simulation framework is developed using Discrete-Event Simulation (DES). The DES is built using ExtendSim V9.2 simulator software from Imagine That. The model can be used to evaluate the efficiency of the outbound operational processes including check-in, security screening, immigration & custom and boarding. It can also assist management to identify potential bottlenecks in the system. The main input of the model is the flight schedule. A case study of the Brisbane international airport was analysed.