Hourly Capacity of a Two Crossing Runway Airport

Abstract

At the international level, the interest in airport capacity is growing in the last years because its maximization ensures the best performances of the infrastructure. However, infrastructure, procedure, human factor constraints should be considered to ensure a safe and regular flow to the flights. This paper analyzed the airport capacity of an airport with two crossing runways. The fast time simulation allowed modeling the baseline scenario (current traffic volume and composition) and six operative scenarios; for each scenario, the traffic was increased until double the current volume. The obtained results in terms of average delay and throughput were analyzed to identify the best performing and operative layout and the most suitable to manage increasing hourly movements within the threshold delay of 10 min. The obtained results refer to the specific examined layout, and all input data were provided by the airport management body: the results are reliable, and the pursued approach could be implemented to different airports.

How the Tower Air Traffic Controller Workload Influences the Capacity in a Complex Three-Runway Airport

“…Furthermore, under hub-in and hub-out conditions (i.e., number of arrivals more than departures, or vice versa, respectively) some configurations may burden the TATC workload. In the FTS model were implemented the task types and obtained durations, the planned airplanes and their flight plans, the aircraft separation procedures (holdings and vectoring areas), the geometrical and functional layout of the runways, the departure and arrival procedures (e.g., standard instrument arrival and standard instrumental departure), and the number and type of air traffic controllers [ 30 ]. All input data were consistent with real information from the Aeronautical Information Publication (AIP) of the examined airport, whose layout is composed a complex three-runway system, with two dependent perpendicular runways (i.e., RWY 00/18 and RWY 09R/27L) and the third one independent from the others (i.e., RWY 09L/27R) ( Figure 1 ).…”

Optimization of Aircraft Taxiing Strategies to Reduce the Impacts of Landing and Take-Off Cycle at Airports

“…Collected data about taxiing time are concentrated in 3 min with respect to the average value. It is therefore considered admissible to consider calculation scenarios with a reduction in taxiing time of 1, 2, and 3 min (RED1, RED2, RED3, respectively), compared to the average values defined in Table 1, as these timeframes frequently occur in real operational scenarios [43]. For the Study Airport, a fast time simulation with runway capacity analyzer and airside capacity analyzer allowed modeling future operative scenarios with optimized ground handling procedures and modified layout of aprons and taxiways [44][45][46].…”