Transcript Document

LONG BEACH, CALIFORNIA
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LONG BEACH, CALIFORNIA
Airside Capacity Evaluation Techniques
Matt Davis
Assistant Director of Planning
Hartsfield-Jackson Atlanta International Airport
[email protected]
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Agenda
• Define the Problem
• What’s the Appropriate Tool?
• What are Your Data Sources?
• Challenge Your Assumptions
• Gain Consensus
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Define the Problem
• What Is Your Airfield Problem?
– What Do Your Stakeholders Think the Problem is?
– Is it in the Airspace?
• Other Airport Conflicts?
• Obstacles?
• Noise Abatement Routes?
– Is it on the Ground
• Taxi in/Taxi Out Delay?
• Runway Crossings?
• Apron Congestion/Gate Availability?
• How Do You Define Your Problem?
– Demand versus Capacity, Delay, Or Something Else?
• Air and/or Ground Delay
• Gate Utilization
• Payload/Range
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Sample Problems
• San Antonio Airspace
– San Antonio International Airport
• Runway 3-21 Vs Randolph Air Force Base 15-33
– Stinson Municipal ILS on Runway 14-32
• Kelly Air Force Base – Runway 15-33
• Stinson Municipal Airport – Runway 14-32
• San Antonio International Airport Runway 12-30
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• SAT Airspace Image
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Sample Problems
• Ground
– Hartsfield-Jackson Atlanta International Airport
• 6th Runway?
– Air and/or Ground Delay versus Taxi times
• South Gate Complex?
– Gate Utilization/Availability
– Air and/or Ground Delay versus Taxi times
• Extension of Runway 9L-27R
– Payload/Range
• Extension of Runway 10-28
– Air and/or Ground Delay versus Taxi times vs. 6th Runway
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ATL 2009 Comprehensive
Development Plan
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Gate Metrics
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Gate Metrics
Gate Space Availability Chart
July 20, 2006
Airline
AA
CO
NW
US
UA
YX
Gate
T9
T10
T11
T12
AA Total
D6
D8
D10
D12
CO Total
D13
D14
D15
D16
NW Total
D21
D23
D25
US Total
T13
T14
T15
UA Total
D7
YX Total
Totals
Morning
Peak
1
2
1
1
5
0
2
0
3
5
1
2
3
3
9
1
3
0
4
1
2
1
4
3
3
30
Mid-day Peak
0
0
1
0
1
1
2
2
3
8
3
3
2
3
11
3
2
0
5
1
3
2
6
2
2
33
Evening
Peak
1
0
2
2
5
2
0
1
2
5
1
2
3
1
7
2
1
1
4
2
1
1
4
2
2
27
Total
2
2
4
3
11
3
4
3
8
18
5
7
8
7
27
6
6
1
13
4
6
4
14
7
7
90
Note 1: Available slots were selected based on a 1.5 gate service time.
Note 2: Moring Peak: 0600-1200, Mid-Day Peak: 1200-1700, Evening Peak: 1700-2000
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2008 ATL Gate Analysis
Scenarios
Today Overall
Annual Passengers Per Gate
Scenario A
0-5 Year Aircraft Size Growth
Scenario B
5-10 Year Aircraft Size Growth
Gates
200
Turns Per Day
7.2
Gates
187
178
Avg. Seats
Flown
Pax 74%
Pax 75%
Pax 80%
Pax 85%
115.0 85,640,300 87,053,000 92,856,500 98,660,086
428,200
435,300
464,300
493,300
Annual Pax Per Gate
440,000
460,000
480,000
500,000
82,280,000 86,020,000 89,760,000 93,500,000
116.6
121.9
127.2
132.5
520,000
97,240,000
137.8
78,320,000 81,880,000
116.6
121.9
92,560,000
137.8
85,440,000
127.2
89,000,000
132.5
Notes: Scenario A Assumptions:
Delta 737-700s/800s seats grow from 150 seats to 160 seats
Delta MD88s replaced with 737-800s (108' wingspan replaced with 118' wingspan)
Delta Connection 50 seat RJs replaced with 70 seat RJs
Delta 757s & 767-300s equiped with winglets (10' to 14' increase in wingspan).
AirTran regates Concourse C for greater 737 capability W/ loss of 2 gates.
Imposed an average 20' wingtip to wingtip separation between aircraft
Scenario B Assumptions:
Delta 767-300s (214 seats) & 767-400s (285 seats) replaced with 787-8s (250 seats) & 787-9s (290 seats)
Today W/ MHJIT
210
Scenario A
197
Scenario B
188
7.0
124.7 85,640,300
91,486,300
97,585,300 103,684,486
86,680,000 90,620,000
122.8
128.4
82,720,000 86,480,000
117.2
122.5
94,560,000
134.0
90,240,000
127.9
98,500,000 102,440,000
139.6
145.2
94,000,000 97,760,000
133.2
138.5
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2008 ATL Gate Analysis
Annual Pax Per Gate
Aircraft Frontage
Concourse T
Concourse A
Concourse B
Concourse C
Concourse D
Concourse E
Concourse F - Int'l
Concourse G - Dom
Total W/ F&G
Gates
15
30
35
48
44
28
200
10
10
220
445,000
6,675,000
13,350,000
15,575,000
21,360,000
19,580,000
12,460,000
89,000,000
4,450,000
4,450,000
97,900,000
470,000
7,050,000
14,100,000
16,450,000
22,560,000
20,680,000
13,160,000
94,000,000
4,700,000
4,700,000
103,400,000
495,000
7,425,000
14,850,000
17,325,000
23,760,000
21,780,000
13,860,000
99,000,000
4,950,000
4,950,000
108,900,000
Turns Per Gate Based on 80% Load Factor
520,000
7,800,000
15,600,000
18,200,000
24,960,000
22,880,000
14,560,000
104,000,000
5,200,000
5,200,000
114,400,000
545,000
8,175,000
16,350,000
19,075,000
26,160,000
23,980,000
15,260,000
109,000,000
5,450,000
5,450,000
119,900,000
Avg. Seats
Flown
147.6
160.2
145.8
83.6
80.5
169.5
115.0
201.9
110.1
125.2
445,000
5.4
5.0
5.4
9.5
9.9
4.7
6.9
3.9
7.2
6.3
470,000
5.7
5.2
5.7
10.0
10.4
4.9
7.3
4.2
7.6
6.7
495,000
6.0
5.5
6.1
10.6
11.0
5.2
7.7
4.4
8.0
7.1
520,000
6.3
5.8
6.4
11.1
11.5
5.5
8.1
4.6
8.4
7.4
545,000
6.6
6.1
6.7
11.6
12.1
5.7
8.5
4.8
8.8
7.8
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Gate Metrics
Airfield Capacity vs Gates
Number of Gates vs. Hourly Runway Capacity
200
ATL2
ATL3
180
LAX3 LAX2
DFW2
160
DFW1
DFW
1.9 Gates
per Capacity
Unit
140
IAD3 IAD2
Number of Gates
ATL
LAX
120
1.0 Gate per
Capacity Unit
IAD
EWR3 EWR2 EWR1
0.6 Gate per
Capacity Unit
MIA2
LAS2
SEA3LAS3 SEA2 SEA
LAS
BOS2
100
SFO3
80
LGA3
60
FLL3
FLL2
SFO2
BOS
SFO
LGA2 LGA
FLL
SAN3
SAN
SAN2
40
20
0
0
20
40
60
80
100
120
140
160
180
200
220
240
260
280
Hourly Runway Capacity Ranges (IFR - MVFR -VFR)
Source: Jacobs Consultancy, February 2008
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Gate Metrics
Airfield Capacity vs Gates
Number of Gates vs. VFR Hourly Runway Capacity
200
ATL
0.76 Gate per
Capacity Unit
180
LAX
ATL
DFW
160
1.2 Gates per
Capacity Unit
Number of Gates
140
1.0 Gate per
Capacity Unit
IAD
120
0.6 Gate per
Capacity Unit
EWR
100
SEA
LAS
BOS
SFO
80
LGA
60
FLL
SAN
40
20
0
0
20
40
60
80
100
120
140
160
180
200
220
240
260
280
Hourly Runway Capacity (VFR)
Source: Jacobs Consultancy, February 2008
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FAA ASV Delay Curve
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What’s the Appropriate
Tool?
• Traditional Airfield Capacity Tools
– AC 150/5060-5a Airport Capacity Handbook (ACRP currently
studying an update to this 1985 document).
– FAA Airfield Delay Model (Another 1980’s cheap solution)
– Airfield Simulation Models (Very Complex & Very Expensive)
• SIMMOD, TAAM, Airport Machine and FAA Technical Center
RDSIM. This is not an exhaustive list.
• Gate Scheduling Models
– Numerous commercial and proprietary software packages are
available.
Airfield Models Are Data Sensitive. The Lack of
Quality Data Can Make Your Results Suspect.
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Tool Box
• Handbooks/nomographs
– (FAA Airport Capacity and Delay Advisory Circular)
• “Analytical” models
– (time-space diagrams, FAA Runway Capacity and Annual Delay
models)
• Runway queuing models
– (L&B’s AirSim, Delays)
• Microsimulation models
– (SIMMOD, ADSIM/RDSIM, TAAM)
• Real-time simulation methods
– (FAA and NASA tower simulators)
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ATL ASV Calculation
Annual Service Volume
Runway Use Configuration
West Flow - VMC
East Flow - IMC
East Flow - VMC
West Flow - IMC
Total
Cw =
(1)
(2)
P
56.30%
3.70%
33.30%
6.70%
C
204.92
162.84
204.92
162.84
(5) / (6) =
(7)
(3)
Percent of
Max
Capacity
100%
79%
100%
79%
(4)
(5)
W PxCxW
1 115.36996
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90.3762
1 68.23836
15 163.6542
437.63872
(6)
PxW
0.563
0.555
0.333
1.005
2.456
178.19
(8)
(9)
Average Peak Hour
Annual
Day Peak Peak
Operations Month
Month
964741
2793
2005
196
962069
223
2006
2779
978624
2808
231
2007
968478
2793
217
Average
H - Hourly Ratio - [Avg.(8)] / [Avg.(9)]
12.89086849
D - Daily Ratio [Avg.(7)] / [Avg. (8)]
346.7492098
ASV = CwHD
796,498.63
Glossary of Terms and Accronyms
P - Percentage of time runway use configuration
C - Hourly capacity of runway-use configuration
W - Weight assigned to runway-use configuration to account for fact that different delay levels occur on
various runway-use configuration
H - Hourly ratio or ratio of average daily operations in peak month to peak-hour operation in peak month
D - Daily ratio or ratio of annual operations to average daily operations in peak month
ASV - Annual Service Volume is a level of annual aircraft operations that may be used as a reference in
preliminary planning.
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VTASIM Range of Results
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VTASIM Range of Results
See Attached Document for Key
Assumptions used in modeling.
Modeled Delay
Average Day Peak Month
(All Passenger Airline Gates in CPTC)
35.0
Avg. Delay Per Operation
30.0
25.0
2007 Base Plus
MHJIT + 15%
20.0
15.0
2007 Base Plus MHJIT + 10%
10.0
5.0
2007 Base Plus MHJIT + 5%
2007 Base
0.0
2,400
2,600
2,800
2007 Base Plus MHJIT
3,000
3,200
3,400
3,600
Avg. Day Peak Month Operations
Airline-Airfield Working Group
Validation Report
4 RWY W/ TW V
EIS W/O 5th Runway
Taxiway Y Analysis - Base Case
EIS W/ 5th Runway
4 RWY W/O TW V
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SIMMOD Sample
• Simmod Video clip
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What Are Your Data
Sources?
• Analysis is only as good as the data from which it is
derived from.
– Official Airline Guide (OAG) for Airline Schedule Information
• Does not include Cargo, Charter, Military or General Aviation
Operations
– FAA - ASPM, Tower Counts, and ASR-9 records.
– RITA BTS
• Only includes those airlines that provide ACARS data to FAA
• No International Flight Information
– Airport Records
• Recorded Observations
• Sensis Aerobahn
• Passur
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VTASIM Range of Results
• AeroBahn clip
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Challenge Your
Assumptions
• How Do the Airlines/ATC Respond to These Events at
Your Airport
– IMC Conditions: What is the split between VMC and IMC?
– CAT II and below: how often are you in low visibility conditions?
– Snow/Icing Conditions: Throw their hands up in the air and quit?
• What is the Impact of the Airlines’ Business Plans on
Your Analysis?
• What Are the Little Things You Can Do To Make
Valuable Improvements?
– End Around Taxiways
– Strategically Placed High Speed Exits
– New Runway Crossing Locations
There Are Several Small Improvements That Can
Pay Off In The Long Run.
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Gain Consensus
• Get Agreement Up Front on The Metrics You Will Use
– How Detailed Do The Results Have To Be?
• Delay in the Apron Areas, Runway Crossing, or Departure Queue
• Overall Taxi times. (Delay plus unimpeded taxi time)
– What’s Important and to Whom?
• How Important is Safety When You are Preparing a Benefit/Cost
Analysis?
• How Do You Measure Safety if Your Concern is Efficiency?
• What if There is No Differential Savings in the Results, but the
Outcome is More Predictable?
• What’s Your Definition of Acceptable Delay?
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