Gate Position Requirements at Metropolitan Airports

This paper addresses some important issues related to airport apron capacity planning and management. An overview of existing apron models for supporting planning studies and for optimizing available resources utilization is given, with an emphasis on analytical models for apron capacity estimation. Constraints on apron usage, physical and operational with respect to different users, are discussed in detail, together with their impact on apron capacity. Simple extension of existing apron capacity estimation models is suggested accounting for constraints both on aircraft types and dominant users. Further on, instead of expressing apron capacity through a single number, an apron capacity envelope is used to illustrate capacity changes, that is, an apron's ability to accept various mixes of dominant users in demand. The apron capacity envelope provides information on capacity for one apron configuration (with respect to stand size and policy of usage) and a given fleet mix, for different shares of dominant users in demand. Finally, apron capacity flexibility is discussed with respect to its role in apron capacity planning and management. It is suggested how to express and interpret apron capacity flexibility.The apron area is defined by the total number of stands, number of stands per aircraft type, gate usage policy, its position with respect to the runway system, and their mutual functional relations through the taxiway system, as well as by the apron taxiway system, ground handling characteristics, and other relevant factors. This implies that apron capacity problems are specific to each airport and usually observed, modeled, and resolved at the local level. It is very difficult to isolate these relations from the entire airfield system, which is why apron models usually exist as one of the modules of integrated simulation models. 98 B. MIRKOVIC AND V. TOSIC

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“…Steuart investigated the effect of bank operations on gate requirements. He assumed that all flights in the bank have the same behavior.…”

Section: Apron Modelingmentioning

confidence: 99%

Airport apron capacity: estimation, representation, and flexibility

Mirković

Tosic

2013

J of Advced Transportation

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“…"The renovation will include new federal inspection facilities in [the American and United] domestic terminals to give travelers a 'seamless transition from domestic to international terminals'…" (Associated Press, 2000) The original analytic work on the sharing of gates at airports is due to Steuart (1974). He used queuing theory to estimate the number of gates a user (either an airline or an airport) requires to cope with both their peak scheduled loads, G, and their unscheduled extra needs due to delays and other random events, G*.…”

Section: Previous Workmentioning

confidence: 99%

Airport Passenger Buildings: Efficiency through Shared Use of Facilities

Neufville

Belin²

2002

J. Transp. Eng.

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This paper provides a comprehensive guide to the design of shared facilities. Shared facilities serve many users (aircraft, airlines or types of services) in several functions (arrivals, departures, international and domestic, etc.). They significantly increase both the utilization of facilities, thus reducing the amount needed for any level of traffic; and the flexibility of the building, thus enabling it to accommodate easily variations in traffic composition (the fractions associated with specific airlines or international and domestic services). Shared facilities reduce capital expenditures by up to 30 percent, and correspondingly increase the return on the investment.The design criteria for shared facilities depend on which factors primarily motivate their use. The main factors are peaking, that is variations in the levels of traffic (either in hours or a day), and uncertainly in the timing of the traffic (either in the short or long run). The paper details the appropriate analyses in each instance. This work implies that the design of passenger buildings should normally include shared space, swing gates and shared buffer facilities.

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“…The other group of models uses the traffic schedules to derive expected number and variance of the number of aircraft occupying the stands, and . They analyze influence of scheduling practices, namely concentration in waves, and different assignment strategies (with respect to apron users) on requirement for stands.…”

Section: Introductionmentioning

confidence: 99%

Apron capacity at hub airports—the impact of wave‐system structure

Mirković

Tosic

2016

J of Advced Transportation

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Summary At hub airports, dominant airlines/alliance coordinate their flights in time with the aim of increasing the number (and quality) of connections, thus producing a wave‐system in traffic schedules. This paper addresses the impact of concentrating aircraft into waves on airport apron capacity. Existing models for apron capacity estimation are based on the number of stands, stand occupancy time, and demand structure, differing between representative groups of aircraft served at an airport. Criteria for aircraft grouping are aircraft type and/or airline and/or type of service (domestic, international, etc.). Modified deterministic analytical models proposed in this paper also take into account the wave‐system parameters, as well as runway capacity. They include the impact of these parameters on the number of flights in wave, stand occupancy time, and consequently apron capacity. Numerical examples illustrate the difference between apron capacity for an origin–destination airport and a hub airport, under the same conditions; utilization of the theoretical apron capacity at a hub airport, given the wave‐system structure; and utilization of the apron capacity at a hub airport when point‐to‐point traffic is allowed to use idle stands. Furthermore, the influence of different assignment strategies for aircraft stands in the case of hub airports is also discussed. Copyright © 2016 John Wiley & Sons, Ltd.

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Gate Position Requirements at Metropolitan Airports

Cited by 17 publications

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Airport apron capacity: estimation, representation, and flexibility

Airport apron capacity: estimation, representation, and flexibility

Airport Passenger Buildings: Efficiency through Shared Use of Facilities

Apron capacity at hub airports—the impact of wave‐system structure

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