Professional Documents
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Airport Capacity
Dr. Antonio A. Trani
Associate Professor of Civil and Environmental Engineering
Virginia Polytechnic Institute and State University
Virginia Tech
Airside
Gates
Taxiways
Terminal
Landside
Runway
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Airport Terminal
Runway 2
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Air Traffic Controller display (shows the aircraft blips plus the
NTZ - No Transgression Zone (NTZ)
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Runway 3
R
2
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Runway 1
2,500 ft.
Runway 2
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10
Departure
Stream
Runway 1
2,500 ft.
Runway 2
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Arrival
Stream
11
2,300 ft.
Runway 2
1,000 ft.
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12
Increase runway centerline separation by 100 ft. for every 500 ft.
of stagger
Runway 1
2,700 ft.
Runway 2
1,000 ft.
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Overlap
Region
13
No wake vortex
effect (seldom
the case)
Increase to
1,200 ft. if
aircraft belong to
Design groups V and VI
Runway 2
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14
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15
1.5 nm
1.5 nm
Runway 2
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16
Analytic models
- Easier and faster to execute
- Good for preliminary airport/airspace planning
(when demand function is uncertain)
- Results are generally less accurate but appropriate
Simulation-based models
- Require more work to execute
- Good for detailed assessment of existing facilities
- Results are more accurate and microscopic in nature
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17
Analytic models
- Time-space analysis
- Queueing models (deterministic and stochastic)
Simulation-based models
- Monte Carlo Simulation
- Continuous simulation models
- Discrete-event simulation models
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18
Time-Space Analysis
1
Capacity = ----------E(h)
E ( h ) is expressed in time units (e.g., seconds)
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20
21
Runway
ROTi
TDi
ROTj
Tj
Ti
V
i
Time
V
j
Entry Gate
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22
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23
ij
T ij = ---Vj
(1)
B ij = o q v
(2)
(3)
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24
Runway
ROTi
ROTj
Ti
Tj
V
j
V
i
Time
V > V
i
j
ij
Entry Gate
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25
ij
1 1
(4)
1 1
B ij = o q v ij ---- --- V j V i
or zero if B ij < 0.
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(5)
26
1 1
B ij = o q v ij ---- --- V j V i
or zero if B ij < 0.
(6)
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27
50%
ij
Runway
Distribution of
Aircraft Position
With Buffer
5%
qvVj
ij
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Runway
28
Runway
ROTi
ROTj
Ti
Tj
V
i
Time
ij
V < V
i
j
V
j
1
Entry Gate
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29
ij
T ij = ---Vj
(7)
B ij = o q v
(8)
(9)
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30
Runway
ROTi
Ti
T1
TDi
ROTj
T2
Tj
Time
V
i
V
j
T1 = Ti - R
T2 = Tj - / V j
G = T2 - T 1 > 0
Entry Gate
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31
Trailing Aircraft
LEAD
ACFT.
Heavy
Large
Small
Heavy
Large
Small
4.00
3.00
3.00
5.00
3.00
3.00
6.00
4.00
3.00
NOTE: for Boeing 757 when taken as a separate class use 4/4/5 nm
respectively (add one more row to the table above)
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32
Trailing Aircraft
LEAD
ACFT.
Heavy
Large
Small
Heavy
Large
Small
4.00
2.50
2.50
5.00
2.50
2.50
6.00
4.00
2.50
NOTE: for Boeing 757 when taken as a separate class use 4/4/5 nm
respectively (add one more row to the table above)
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33
Trailing Aircraft
LEAD
ACFT.
Heavy
Large
Small
Heavy
Large
Small
90
60
60
120
60
60
120
60
60
NOTE: for Boeing 757 when taken as a separate class use 90/90/120
seconds respectively (add one more row to the table above)
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34
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35
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36
Compute arrivals-only
runway saturation capacity
Carr
Compute departures-only
runway saturation capacity
Cdep
10
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37
12
Departure capacity
with arrival priority
Cdep-arr-priority
End
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38
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39
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40
1
8
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41
10
11
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42
12
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43
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Methodology
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45
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46
Operational Conditions
18R
18L
Control
Tower
23
Terminal
1,00
500
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5 , 0 0 ft
36R
3,000
36L
Arrivals
47
Departure-Departure
Separation Matrix
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48
30
25
20
15
10
5
0
0
10
20
30
40
50
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49
54
0
95
23
Departures per Hour
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50
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51
Variations occur
because the
assumptions made
in our example
are not necessarily
the same as those
made by FAA
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52
Operational Conditions
18R
18L
Control
Tower
23
Terminal
1,00
500
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5 , 0 0 ft
36R
3,000
36L
Arrivals
53
54
New Runway Configuration
27
0
23
95
47
Departures per Hour
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54
Operational Conditions
18R
18L
Control
Tower
23
Terminal
1,00
500
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5 , 0 0 ft
36R
3,000
36L
Arrivals
55
40
30
20
10
0
0
20
40
60
80
Virginia Tech
56
0
23
95
26
118
57
Virginia Tech
58
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59
Summary of Results
60