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Indra Airports
STUDY OF AIRPORT
CAPACITY VS
SESAR CHALLENGESAnnexes
Author: MERITXELL VIÑAS TIÓ
Tutor: Rubén Martínez Sevillano
Barcelona / 22nd January 2010
STUDY OF AIRPORT
CAPACITY VS. EFFICIENCY
SESAR CHALLENGES
Author: MERITXELL VIÑAS TIÓ
Tutor: Rubén Martínez Sevillano
January 2010
EFFICIENCY
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ANNEX INDEX
1 ACRONYMS ............................................................................................................................... 8
2 NOMENCLATURE (EQUATIONS) ............................................................................................... 11
3 DEFINITIONS ............................................................................................................................ 14
3.1 AIRSIDE AIRPORT COMPONENTS .................................................................................................... 15
3.1.1 Clear zone ......................................................................................................................... 15
3.1.2 Movement area ................................................................................................................ 15
3.1.3 Runway ............................................................................................................................. 15
3.1.4 Taxiway ............................................................................................................................. 15
3.2 LANDSIDE AIRPORT COMPONENTS ................................................................................................. 15
3.2.1 Apron ................................................................................................................................ 16
3.2.2 Baggage services .............................................................................................................. 16
3.2.3 Check-in ............................................................................................................................ 16
3.2.4 Functional component ...................................................................................................... 16
3.2.5 Gate .................................................................................................................................. 17
3.2.5.1 Gate type ................................................................................................................................ 17
3.2.5.2 Gate mix ................................................................................................................................. 17
3.2.5.3 Gate occupancy time .............................................................................................................. 17
3.2.6 Ground access ................................................................................................................... 17
3.2.7 Hardstand ......................................................................................................................... 17
3.2.8 Hold room ......................................................................................................................... 17
3.2.9 Passenger circulation area................................................................................................ 18
3.2.10 Ramp ............................................................................................................................ 18
3.2.11 Stand ............................................................................................................................ 18
3.2.12 Terminal ....................................................................................................................... 18
3.2.13 Terminal curb ............................................................................................................... 19
3.2.14 Wait areas .................................................................................................................... 19
3.3 CAPACITY TERMS ........................................................................................................................ 20
3.3.1 Aircraft mix ....................................................................................................................... 20
3.3.2 Annual service volume (ASV) ............................................................................................ 20
3.3.3 Capacity (airside) .............................................................................................................. 20
3.3.4 Capacity (landside) ........................................................................................................... 20
3.3.5 Crowding ........................................................................................................................... 20
3.3.6 Delay ................................................................................................................................. 20
3.3.7 Demand ............................................................................................................................ 21
3.3.8 Declared capacity ............................................................................................................. 21
3.3.9 Dynamic capacity .............................................................................................................. 21
3.3.10 Gate occupancy ratio ................................................................................................... 21
3.3.11 Level of service ............................................................................................................. 21
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3.3.12 Maximum capacity or Maximum throughput .............................................................. 21
3.3.13 Mix index ...................................................................................................................... 22
3.3.14 Peak load factor ........................................................................................................... 22
3.3.15 Peak period ................................................................................................................... 22
3.3.16 Percent arrivals............................................................................................................. 22
3.3.17 Percent touch and go’s ................................................................................................. 22
3.3.18 Runway-use configuration ........................................................................................... 23
3.3.19 Saturated time periods ................................................................................................. 23
3.3.20 Static capacity .............................................................................................................. 23
3.3.21 Sustained Capacity ....................................................................................................... 23
3.3.22 Runway capacity .......................................................................................................... 23
3.4 PARALLEL RUNWAY OPERATION MODES .......................................................................................... 23
3.4.1 Minimum distance between parallel runways .................................................................. 24
3.4.2 Departing aircraft ............................................................................................................. 24
3.4.2.1 Mixed mode ........................................................................................................................... 24
3.4.2.2 Parallel independent mode .................................................................................................... 24
3.4.3 Arriving aircraft ................................................................................................................ 25
3.4.3.1 Segregated mode ................................................................................................................... 25
3.4.3.2 Parallel dependent mode ....................................................................................................... 25
3.4.3.3 Parallel independent mode .................................................................................................... 25
3.5 OTHER ..................................................................................................................................... 26
3.5.1 Instrument flight rules ...................................................................................................... 26
3.5.2 Long haul .......................................................................................................................... 26
3.5.3 Narrow body ..................................................................................................................... 26
3.5.4 Poor visibility and ceiling (PVC) ......................................................................................... 26
3.5.5 Range ................................................................................................................................ 26
3.5.6 Short haul ......................................................................................................................... 26
3.5.7 Visual flight rules .............................................................................................................. 27
3.5.8 Wide body ......................................................................................................................... 27
4 AIRSIDE CAPACITY ASSESSMENT METHODS ............................................................................ 28
4.1 CAPACITY ASSUMPTIONS (FOR FAA METHOD) ................................................................................. 28
4.1.1.1 Runway configuration ............................................................................................................ 28
4.1.1.2 Percent arrivals ...................................................................................................................... 33
4.1.1.3 Percent touch and go’s ........................................................................................................... 33
4.1.1.4 Taxiways ................................................................................................................................. 33
4.1.1.5 Airspace limitations ................................................................................................................ 33
4.1.1.6 Runway instrumentation ........................................................................................................ 33
4.1.1.7 Annual service volume assumptions ...................................................................................... 33
4.2 APRON CAPACITY ....................................................................................................................... 34
4.2.1 Parsons apron area capacity estimate ............................................................................. 34
4.2.2 Aggregate apron utilization efficiency .............................................................................. 34
4.2.3 Apron and stands .............................................................................................................. 34
4.3 RUNWAY CAPACITY..................................................................................................................... 36
4.3.1 FAA method ...................................................................................................................... 36
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4.3.2 Methodology from Ministerio de Obras Públicas, Transporte y Medio Ambiente ........... 42
4.3.2.1 Minimum separation between aircraft .................................................................................. 42
4.3.2.2 Runway capacity assessment ................................................................................................. 43
4.4 TAXIWAY CAPACITY [FAA METHOD] .............................................................................................. 43
4.5 GATE CAPACITY.......................................................................................................................... 46
4.5.1 Gate capacity using FAA method ...................................................................................... 46
4.5.2 Gate capacity direct calculation ....................................................................................... 47
4.5.3 Gate capacity using Parsons gate-enplanement curve..................................................... 48
4.5.4 Average-to-peak utilization correction ............................................................................. 49
4.5.5 Gate capacity graphic analysis ......................................................................................... 49
4.5.6 Ramp chart hourly utilization analysis .............................................................................. 49
4.5.7 Movement area capacity [Separation analysis method] .................................................. 50
4.5.8 Description of the method ................................................................................................ 50
4.6 AIRSIDE CAPACITY AND ANNUAL SERVICE VOLUME [FAA METHOD] ..................................................... 52
4.6.1 Airside hourly capacity (short term) ................................................................................. 52
4.6.2 Annual service volume (short term) .................................................................................. 53
4.6.3 Airside capacity and annual service volume (long term; general) .................................... 54
4.7 DELAY ...................................................................................................................................... 55
4.7.1 Hourly delay to aircraft on the runway component.......................................................... 55
4.7.2 Daily delay to aircraft on the runway component when the d/c ratio is 1.0 or less for each
hour 56
4.7.3 Daily delay to aircraft on the runway component when the d/c ratio is greater than 1.0
for one or more hours .................................................................................................................... 57
4.7.4 Hourly demand corresponding to a specified level of average hourly delay .................... 58
4.7.5 Aircraft delay (annual) ...................................................................................................... 58
4.7.6 Annual delay to aircraft on the runway component ......................................................... 59
5 LANDSIDE CAPACITY ASSESSMENT METHODS ......................................................................... 61
5.1 GROUND ACCESS CAPACITY .......................................................................................................... 61
5.1.1 Estimation method ........................................................................................................... 61
5.1.2 Access capacity-to-demand index..................................................................................... 62
5.2 PASSENGER TERMINAL CAPACITY ................................................................................................... 62
5.2.1 Arrival hall capacity .......................................................................................................... 62
5.2.2 Baggage area capacity ..................................................................................................... 63
5.2.2.1 Baggage area space required ................................................................................................. 63
5.2.2.2 Number of baggage claim units.............................................................................................. 63
5.2.3 Security check ................................................................................................................... 64
5.2.4 Check-in area capacity ...................................................................................................... 65
5.2.4.1 Check-in queue ....................................................................................................................... 65
5.2.4.2 Number of check-in counters ................................................................................................. 65
5.2.5 Connecting passenger transfer ......................................................................................... 68
5.2.6 Customs and immigration ................................................................................................ 69
5.2.7 Gate hold room capacity .................................................................................................. 69
5.2.8 Passport control capacity ................................................................................................. 69
5.2.8.1 Estimation method ................................................................................................................. 69
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5.2.8.2 Passport control arrivals capacity .......................................................................................... 70
5.2.8.3 Passport control departures capacity .................................................................................... 72
5.2.9 Parking capacity (vehicles) ............................................................................................... 73
5.2.9.1 Parking requirement planning curve ...................................................................................... 73
5.2.10 Terminal curb capacity ................................................................................................. 73
5.2.11 Waiting areas capacity ................................................................................................. 73
5.2.12 Terminal circulation capacity ....................................................................................... 74
5.3 LANDSIDE SYSTEM AS A WHOLE ..................................................................................................... 74
6 AIRPORT SURVEY AND DESCRIPTION ....................................................................................... 76
6.1 BARCELONA–EL PRAT AIRPORT ..................................................................................................... 76
6.1.1 Runways............................................................................................................................ 78
6.1.2 T1 Terminal building ......................................................................................................... 79
6.1.3 T2 Terminal building ......................................................................................................... 84
6.1.4 Corporate Aviation Terminal building ............................................................................... 88
6.1.5 Accesses ............................................................................................................................ 90
6.1.5.1 Car / Bus / Taxi ....................................................................................................................... 90
6.1.5.2 Train ....................................................................................................................................... 91
6.1.6 Airport numbers ................................................................................................................ 91
6.2 GIRONA–COSTA BRAVA AIRPORT .................................................................................................. 92
6.2.1 Runways............................................................................................................................ 94
6.2.2 Terminal building .............................................................................................................. 95
6.2.3 Accesses ............................................................................................................................ 97
6.2.4 Airport numbers ................................................................................................................ 97
6.3 LLEIDA–ALGUAIRE AIRPORT ......................................................................................................... 98
6.3.1 Runways.......................................................................................................................... 100
6.3.2 Terminal building ............................................................................................................ 100
6.3.3 Accesses .......................................................................................................................... 103
6.3.4 Airport numbers .............................................................................................................. 103
7 RUNWAY CAPACITY ASSESSMENT (INDEPENDENT) ............................................................... 104
8 AIRCRAFT APPEARING IN THIS REPORT ................................................................................. 107
8.1 A-300 ................................................................................................................................... 107
8.2 B-727 ................................................................................................................................... 108
8.3 B-747 ................................................................................................................................... 109
8.4 B-767 ................................................................................................................................... 110
8.5 DC-9..................................................................................................................................... 111
8.6 DC-10 .................................................................................................................................. 112
8.7 GULFSTREAM II ....................................................................................................................... 113
8.8 L-1011 ................................................................................................................................. 114
9 REFERENCES .......................................................................................................................... 115
9.1 BIBLIOGRAPHY ......................................................................................................................... 115
9.2 WEB ..................................................................................................................................... 117
9.3 SOFTWARE ............................................................................................................................. 118
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FIGURE INDEX
FIGURE 3.1. THE AIRFIELD AND ITS COMPONENTS .............................................................................................. 14
FIGURE 3.2. AIRPORT LANDSIDE TERMINAL CONFIGURATIONS .............................................................................. 19
FIGURE 4.1. CAPACITY AND ASV FOR LONG RANGE PLANNING (A) ........................................................................ 29
FIGURE 4.2. CAPACITY AND ASV FOR LONG RANGE PLANNING (B) ........................................................................ 30
FIGURE 4.3. CAPACITY AND ASV FOR LONG RANGE PLANNING (C) ........................................................................ 31
FIGURE 4.4. CAPACITY AND ASV FOR LONG RANGE PLANNING (D) ........................................................................ 32
FIGURE 4.5. RUNWAY USE DIAGRAM (A) .......................................................................................................... 37
FIGURE 4.6. RUNWAY USE DIAGRAM (A) .......................................................................................................... 38
FIGURE 4.7. RUNWAY USE DIAGRAM (B) .......................................................................................................... 39
FIGURE 4.8. RUNWAY USE DIAGRAM (C) .......................................................................................................... 39
FIGURE 4.9. RUNWAY USE DIAGRAM (D) ......................................................................................................... 39
FIGURE 4.10. RUNWAY USE DIAGRAM (E) ........................................................................................................ 40
FIGURE 4.11. RUNWAY USE DIAGRAM (F) ........................................................................................................ 41
FIGURE 4.12. TIME SEPARATION BETWEEN AIRCRAFT WHEN LANDING AND TAKING-OFF ............................................ 42
FIGURE 4.13. HOURLY CAPACITY OF A TAXIWAY CROSSING AN ACTIVE RUNWAY W/ ARRIVALS ..................................... 44
FIGURE 4.14. HOURLY CAPACITY OF A TAXIWAY CROSSING AN ACTIVE RUNWAY W/O ARRIVALS................................... 45
FIGURE 4.15. HOURLY CAPACITY OF GATES ...................................................................................................... 46
FIGURE 4.16. CAPACITY ASPECTS OF TERMINAL CONCEPTS .................................................................................. 48
FIGURE 4.17. AVERAGE AIRCRAFT DELAY IN AN HOUR ......................................................................................... 56
FIGURE 4.18. AVERAGE AIRCRAFT DELAY DURING SATURATED CONDITIONS ............................................................ 57
FIGURE 4.19. AVERAGE AIRCRAFT DELAY FOR LONG RANGE PLANNING ................................................................... 59
FIGURE 5.1. INTERMEDIATE RESULTS CHART 1................................................................................................... 67
FIGURE 5.2. INTERMEDIATE RESULTS CHART 2................................................................................................... 67
FIGURE 5.3. INTERMEDIATE RESULTS CHART 1................................................................................................... 71
FIGURE 5.4. INTERMEDIATE RESULTS CHART 2................................................................................................... 71
FIGURE 5.5. ESTIMATED REQUIREMENTS FOR PUBLIC PARKING AT US AIRPORTS ...................................................... 73
FIGURE 6.1. LOCATION AND AREAS OF INFLUENCE OF AIRPORTS OPERATING IN CATALUNYA [B1] ................................ 76
FIGURE 6.2. BARCELONA–EL PRAT AIRPORT [W13] .......................................................................................... 76
FIGURE 6.3. BARCELONA–EL PRAT AIRPORT [W8] ............................................................................................ 77
FIGURE 6.4. BARCELONA–EL PRAT NEW CONTROL TOWER [W8] ........................................................................ 78
FIGURE 6.5. BARCELONA–EL PRAT AIRPORT T1 TERMINAL [W15] ....................................................................... 79
FIGURE 6.6. BARCELONA-EL PRAT AIRPORT FUTURE VIEW [W7] .......................................................................... 80
FIGURE 6.7. BARCELONA-EL PRAT AIRPORT FUTURE SATELLITE. ARTIST’S IMPRESSION .............................................. 80
FIGURE 6.8. BARCELONA–EL PRAT T1 FLOOR PLAN [W8] ................................................................................... 81
FIGURE 6.9. CHECK-IN FIGURE 6.10. SKY CENTRE .................................................................................. 82
FIGURE 6.11. INTERMODAL HALL FIGURE 6.12. BAGGAGE CLAIM ................................................................ 82
FIGURE 6.13. DEPARTURES FIGURE 6.14. LA PLAÇA .............................................................................. 82
FIGURE 6.15. ARRIVALS ............................................................................................................................... 82
FIGURE 6.16. BARCELONA–EL PRAT T1 BOARDING / DEBOARDING AREAS [W8] ..................................................... 83
FIGURE 6.17. BARCELONA–EL PRAT T1 TERMINAL 3RD
FLOOR PLAN ...................................................................... 83
FIGURE 6.18. BARCELONA–EL PRAT T2 TERMINAL BREAKDOWN [W7] ................................................................. 84
FIGURE 6.19. BARCELONA–EL PRAT T2 TERMINAL PLAN [W8] ........................................................................... 84
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FIGURE 6.20. BARCELONA–EL PRAT T2A TERMINAL PLAN [W8] ........................................................................ 85
FIGURE 6.21. BARCELONA–EL PRAT T2B TERMINAL PLAN [W8] ......................................................................... 85
FIGURE 6.22. BARCELONA–EL PRAT T2C TERMINAL PLAN [W8] ......................................................................... 86
FIGURE 6.23. BARCELONA–EL PRAT AIRPORT T2 TERMINAL [W8] ....................................................................... 87
FIGURE 6.24. BARCELONA–EL PRAT AIRPORT T2A TERMINAL [W8]..................................................................... 87
FIGURE 6.25. BARCELONA–EL PRAT AIRPORT T2B TERMINAL [W8] ..................................................................... 87
FIGURE 6.26. BARCELONA–EL PRAT AIRPORT T2C TERMINAL [W8] ..................................................................... 88
FIGURE 6.27. BARCELONA–EL PRAT CORPORATE AVIATION TERMINAL PLAN [W8] .................................................. 88
FIGURE 6.28. BARCELONA–EL PRAT AIRPORT CORPORATIVE AVIATION TERMINAL [W8] .......................................... 89
FIGURE 6.29. T2 PARKING AREAS [W8] .......................................................................................................... 90
FIGURE 6.30. GIRONA–COSTA BRAVA AIRPORT [W6] ....................................................................................... 92
FIGURE 6.31. GIRONA–COSTA BRAVA AIRPORT [W6] ....................................................................................... 92
FIGURE 6.32. GIRONA–COSTA BRAVA AIRPORT MAIN DESTINATIONS [W8] ........................................................... 93
FIGURE 6.33. GIRONA–COSTA BRAVA CONTROL TOWER [W8] ........................................................................... 94
FIGURE 6.34. GIRONA–COSTA BRAVA AIRFIELD [W8] ....................................................................................... 94
FIGURE 6.35. GIRONA–COSTA BRAVA AIRPORT TERMINAL [W8] ......................................................................... 95
FIGURE 6.36. GIRONA–COSTA BRAVA AIRPORT 0TH
FLOOR TERMINAL PLAN [W8] ................................................... 96
FIGURE 6.37. GIRONA–COSTA BRAVA AIRPORT 1ST
FLOOR TERMINAL PLAN [W8].................................................... 96
FIGURE 6.38. LLEIDA–ALGUAIRE AIRPORT [W14] ............................................................................................. 98
FIGURE 6.39. LLEIDA–ALGUAIRE AIRPORT [W11] ............................................................................................. 98
FIGURE 6.40. LLEIDA–ALGUAIRE CONTROL TOWER [W11] ................................................................................ 99
FIGURE 6.41. LLEIDA–ALGUAIRE AIRPORT TERMINAL OUTSIDE VIEW (VIRTUAL RECREATION) [W11] ......................... 100
FIGURE 6.42. LLEIDA–ALGUAIRE AIRPORT TERMINAL INSIDE VIEW (VIRTUAL RECREATION) [W12] ............................ 101
FIGURE 6.43. LLEIDA–ALGUAIRE AIRPORT TERMINAL BUILDING 1ST
FLOOR TERMINAL PLAN [B16] ............................. 102
FIGURE 6.44. LLEIDA–ALGUAIRE AIRPORT TERMINAL BUILDING 2ND
FLOOR TERMINAL PLAN [B16] ............................ 102
FIGURE 6.45. LLEIDA–ALGUAIRE AIRPORT ACCESSES [W14] ............................................................................. 103
FIGURE 8.1. AIRBUS A-300 ........................................................................................................................ 107
FIGURE 8.2. AIRBUS A-300 ........................................................................................................................ 108
FIGURE 8.3. AIRBUS A-300 ........................................................................................................................ 109
FIGURE 8.4. B767 .................................................................................................................................... 110
FIGURE 8.5. DC-9-30 ............................................................................................................................... 111
FIGURE 8.6. DC-10 ................................................................................................................................... 112
FIGURE 8.7. GULFSTREAM II ....................................................................................................................... 113
FIGURE 8.8. DELTA AIRLINES L-1011 ........................................................................................................... 114
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TABLE INDEX
TABLE 3.1. RANGE CLASSIFICATION ................................................................................................................. 26
TABLE 4.1. DEMAND RATIOS ......................................................................................................................... 33
TABLE 4.2. MINIMUM SEPARATION TIMES BETWEEN CONSECUTIVE TAKE-OFFS (TDD) ............................................... 42
TABLE 4.3. MINIMUM SEPARATION TIMES BETWEEN CONSECUTIVE LANDINGS (TAA) ................................................ 42
TABLE 4.4. ICAO AIRPORT DESIGN GROUP CLASSIFICATION ................................................................................. 51
TABLE 4.5. ATC APPROACH SPEED CLASSIFICATION ............................................................................................ 51
TABLE 4.6. MINIMUM SEPARATION MATRIX MODEL ........................................................................................... 52
TABLE 4.7. MINIMUM SEPARATION CAPACITY TABLE .......................................................................................... 52
TABLE 4.8. ASV WEIGHTING FACTORS ............................................................................................................. 53
TABLE 4.9. TYPICAL DEMAND RATIOS .............................................................................................................. 54
TABLE 5.1. TYPICAL SPACE STANDARDS USED IN PLANNING AND DESIGN ................................................................. 61
TABLE 5.2. LEVEL OF SERVICE FOR BAGGAGE CLAIM UNIT (RETRIEVAL AND PERIPHERAL AREA) ..................................... 63
TABLE 5.3. LEVEL OF SERVICE SPACE STANDARDS (M2/OCCUPANT) AT CHECK-IN FOR SINGLE QUEUE ............................ 65
TABLE 5.4. PEAK 30-MINUTE AT CHECK-IN AS A PERCENTAGE OF THE PEAK HOUR PERIOD .......................................... 66
TABLE 5.5. ADDITIONAL DEMAND GENERATED BY THE FLIGHTS DEPARTING BEFORE AND AFTER THE PEAK HOUR PERIOD ... 66
TABLE 5.6. LEVEL OF SERVICE A TO E IN HOLD ROOMS ........................................................................................ 69
TABLE 5.7. TYPICAL SPACE STANDARDS USED IN PLANNING AND DESIGN ................................................................. 69
TABLE 5.8. LEVEL OF SERVICE FOR A SINGLE (BANK) QUEUE AT PASSPORT CONTROL .................................................. 70
TABLE 5.9. SPACE AND SPEED FOR LEVEL OF SERVICE C ....................................................................................... 74
TABLE 5.10. SPEED FOR LEVEL OF SERVICE C ..................................................................................................... 74
TABLE 6.1. BARCELONA-EL PRAT AIRPORT RUNWAY DESCRIPTION ........................................................................ 78
TABLE 6.2. BARCELONA-EL PRAT AIRPORT T1 TERMINAL IN NUMBERS ................................................................... 81
TABLE 6.3. BARCELONA-EL PRAT AIRPORT T2 TERMINAL IN NUMBERS [W8] .......................................................... 86
TABLE 6.4. BARCELONA-EL PRAT AIRPORT CORPORATE AVIATION TERMINAL IN NUMBERS ......................................... 89
TABLE 6.5. TRAFFIC OF PASSENGERS IN BARCELONA-EL PRAT AIRPORT [W9] .......................................................... 91
TABLE 6.6. FREIGHT IN BARCELONA-EL PRAT AIRPORT [W9] ............................................................................... 91
TABLE 6.7. AIRCRAFT MOVEMENTS IN BARCELONA-EL PRAT AIRPORT [W9] ........................................................... 91
TABLE 6.8. GIRONA-COSTA BRAVA AIRPORT RUNWAY DESCRIPTION ...................................................................... 94
TABLE 6.9. GIRONA–COSTA BRAVA AIRPORT TERMINAL IN NUMBERS .................................................................... 96
TABLE 6.10. TRAFFIC OF PASSENGERS IN GIRONA-COSTA BRAVA AIRPORT [W9] ..................................................... 97
TABLE 6.11. FREIGHT IN GIRONA-COSTA BRAVA AIRPORT [W9] .......................................................................... 97
TABLE 6.12. AIRCRAFT MOVEMENTS IN GIRONA-COSTA BRAVA AIRPORT [W9] ...................................................... 97
TABLE 6.13. LLEIDA–ALGUAIRE AIRPORT RUNWAY DESCRIPTION ........................................................................ 100
TABLE 6.14. LLEIDA-ALGUAIRE AIRPORT TERMINAL IN NUMBERS [B16] ............................................................... 101
TABLE 8.1. A-300-600R SPECIFICATIONS [W3] ............................................................................................. 107
TABLE 8.2. B727-200 SPECIFICATIONS [W3] ................................................................................................ 108
TABLE 8.3. B747-400 SPECIFICATIONS [W3] ................................................................................................ 109
TABLE 8.4. B767-300 SPECIFICATIONS [W3] ................................................................................................ 110
TABLE 8.5. DC-9-30 SPECIFICATIONS [W3] ................................................................................................... 111
TABLE 8.6. DC-10-30 SPECIFICATIONS [W3] ................................................................................................. 112
TABLE 8.7. GULFSTREAM II SPECIFICATIONS [W3] ........................................................................................... 113
TABLE 8.8. L-1011-200 SPECIFICATIONS [W3] ............................................................................................. 114
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1 ACRONYMS
ABAS Aircraft Based Augmentation System
A-CDA Advanced Continuous Descent Approach
ACL ATM Capability Levels
ADS-B/-C Automatic Dependent Surveillance -Broadcast / -Contract
AENA Aeropuertos Españoles y Navegación Aérea
AIS Aeronautical Information Service
AMAN Arrival Manager
AMHS ATS Message Handling System
ANSP Air Navigation Service Provider
AO Airport Operators
AOC Airline Operational Control / Airlines Operations Centre
ASAS Airborne Separation Assistance Systems
ASL ATM Service Levels
ASPA Airborne Spacing
ATC Air Traffic Control
ATFCM Air Traffic Flow and Capacity Management
ATFM Air Traffic Flow Management
ATM Air Traffic Management
ATS Air Traffic Service
ATSA Airborne Traffic Situation Awareness
BIC Best In Class
BTV Brake to Vacate
CDA Continuous Descent Approach
CDM Collaborative Decision Making
CNS Communications, Navigation and Surveillance
ConOps Concept of Operations
DMAN Departure Management
DOD Detailed Operational Description
DTG Distance To Go
FAA Federal Aviation Agency
FCM Flow and Capacity Management
FDP Flight Data Processing
FMS Flight Management System
FUA Flexible Use of Airspace
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GBAS Ground Based Augmentation System
GNSS Global Navigation Satellite System
HUD Head up Display
IATA International Air Transport Association
ICAO International Civil Aviation Organization
IFR Instrumental Flight Rules
ILS Instrumental Landing System
IMC Instrumental Meteorological Conditions
IOC Initial Operational Capability
IP Implementation Packages
KPA Key Performance Area
KPI Key Performance Indicators
LoC Line of Changes
LVC Low Visibility Conditions
MLS Microwave Landing System
NOP Network Operation Plan
OAT Operational Air Traffic
OI Operational Improvements
P2P Peer-to-peer
PENS Pan European Network Service
P-RNAV Precision Area Navigation
PSR Primary Surveillance Radar
PTC Precision Trajectory Clearances
QoS Quality of Service
R&D Research & Development
RBT Reference Business/Mission Trajectory
RET Rapid Exit Taxiways
RNP Required Navigation Performance
ROT Runway Occupancy Time
RWY Runway
SBT Shared Business Trajectory
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SES Single European Sky
SESAR Single European Sky ATM Research
SJU SESAR Joint Undertaking
SMAN Surface Manager
SSR Secondary Surveillance Radar
STAR Standard Terminal Arrival Routes
SVS Synthetic Vision System
SWIM System Wide Information Management
TGT Target Operational Concept
TMA Terminal Control Area
TTA Target Time of Arrival
UDPP User Driven Prioritisation Process
VDL VHF Data-Link
VNAV Vertical Navigation
VSA Visual Separation on Approach
WAM Wide Area Multi-lateration
WBS Work Breakdown Structure
WP Work Programme
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2 NOMENCLATURE (EQUATIONS)
A Number of arriving aircraft in an hour
ADF Arrival delay factor
ADI Arrival delay index
AOP Average occupancy time per passenger
AOV Average occupancy time per visitor
C Capacity for runway-use configuration
Number of class C aircrafts
Cw Weighted hourly capacity of the runway component
C* Hourly capacity base
CDN Average claim device occupancy time per narrow-body aircraft
CDW Average claim device occupancy time per wide-body aircraft
CI Number of check-in servers including business class counters assuming
common use
CIY Number of economy class check-in servers assuming common use
CIJ Number of business class check-in servers
D Ratio of annual demand to average daily demand during the peak month
Number of class D aircrafts
d Minimum separation between two different classes of aircraft
DA Number of departing aircraft in an hour
DAHA Average delay for arriving aircraft
DAHD Average delay for departing aircraft
DASA Average delay per arrival
DASD Average delay per departure
DDF Departure delay factor
DDI Departure delay index
DPF Demand profile factor
DTH Hourly delay
DTS Delay in the saturated period
D/C Ratio of hourly demand to hourly capacity
E Exit factor
F1 % of the PHP in the peak 30-minute
F2 additional demand generated by the flights departing before and after the
peak hour period
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H Ratio of average daily demand to average peak hour demand during the
peak month
HD Hourly demand
J Percentage of business class passengers
MI Mix Index
MQT Mean Queuing Time
NNB Number of passengers per narrow-body aircraft at 80% load factor
NWB Number of passengers per wide-body aircraft at 80% load factor
P Percent of time each runway-use configuration is in use
PA Percent arrivals
PAS Percent of arrivals
PCD Number of passport control desks
PHP Peak Hour Passengers
Pij Amount of times that a type j aircraft is preceded by another aircraft, type i
PTci Average processing time at check-in
PTpca Average processing time at passport control arrival
PTpcd Average processing time at passport control
PTsc Average processing time at security check
PNB Proportion of passengers arriving by narrow-body aircraft
PWB Proportion of passengers arriving by wide-body aircraft
Q Peak 15 minute demand
R Gate occupancy ratio
S Intermediate result
SC Number of security servers
SPP Space required per person
T Touch and go factor
Tad Time between landing and take-off Taa Minimum time separation between consecutive landings
Tda Time between take-off and landing
Tdd Minimum time separation between consecutive take-offs
Tij Time (in minutes) between two events (landing or take-off) in a ij series
T&G Number of touch and go's in an hour
VPP Number of visitors per passenger
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X Peak-30 minute at check-in
W ASV weighting factor
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3 DEFINITIONS
Figure 3.1. The airfield and its components1
1 Extracted from [B19]
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3.1 Airside airport components
Airside refers to airport facilities associated with aircraft movement to transport
passengers and cargo, used primarily for landing and take-off, for example, runways,
taxiways, and ATC facilities. The airside may overlap the airspace at ends of
runways.
3.1.1 Clear zone
Area at ends of runways and other areas surrounding airport in which height and land
use limitations are imposed to ensure that no obstructions to safe aircraft operations
occur.
3.1.2 Movement area
The maneuvering area, maneuvering area, or movement area is the part of the
airport used by aircraft for landing and takeoff that does not include the airport ramp
(or apron). In the US, the rest of the airport is considered the non-movement area.
3.1.3 Runway
The term runway includes the landing surface, plus those portions of the approach
and departure paths used in common by all aircraft
3.1.4 Taxiway
A taxiway is a path on an airport connecting runways with ramps, hangars, terminals
and other facilities. They mostly have hard surface such as asphalt or concrete,
although smaller airports sometimes use gravel or grass.
Busy airports typically construct high-speed or rapid-exit taxiways in order to allow
aircraft to leave the runway at higher speeds. This allows the aircraft to vacate the
runway quicker, permitting another to land in a shorter space of time
The term taxiway includes the parallel taxiways, entrance-exit taxiways, and crossing
taxiways, recognizing that a capacity limiting condition may exist where an arriving or
departing stream of aircraft must cross an active runway.
3.2 Landside airport components
Landside refers to facilities and services associated with air passengers or cargo
movement between aircraft and trip origin or destination. The landside includes
aprons, gates, terminals, cargo storage areas, parking and ground access
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3.2.1 Apron
When a commercial service aircraft arrives at the airport, it maneuvers from the
runway system to the taxiway system and to the ramp area adjacent to the terminal
building.
This ramp or apron area contains the aircraft parking positions – the designated
locations where these aircraft unload and load passengers and baggage and are
serviced – and the gates through which passengers pass to board or leave the
aircraft.
Moreover, it includes the aircraft circulation area, because in being routed to its
assigned parking position and gate, the aircraft may encounter other taxiing aircraft
and ground traffic, may have to wait for its assigned gate to be vacated by another
departing flight, and in congested or geometrically constrained apron areas may have
to be towed into the parking position.
Apron is the interface between landside and airside of the airport, and depends on
the bibliography whether if it’s part of the airside ([B19]) or landside ([B38]), even if
physically speaking it is located on the airside of the airport.
3.2.2 Baggage services
Processing of passengers checked baggage. Included are destination tagging,
movement to baggage room, sorting, movement to and from aircraft, loading and
unloading, and delivery to baggage claim display device. Interline transfer, storage,
and delivery may be included
3.2.3 Check-in
Initial step in passenger processing, involving passenger contact with the airline
immediately before flight departure. It may include ticket inspection, issuance of
boarding pass and seat assignment, baggage checking, ticketing, and preliminary
inspection of immigration documents and may occur at ticket counter or gate area.
3.2.4 Functional component
Element of the landside such as a gate or ticket counter that provides specific service
to air passengers or cargo. Functional components unable to meet demand
characteristics and maintain adequate service levels may become limits to capacity.
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3.2.5 Gate
A gate is a terminal portal for passengers to enter and exit aircraft. The term is
commonly used to mean a loading bridge-equipped entry adjacent to a hold room,
but may include entry to a transporter or directly onto an apron. It sometimes
includes the hardstand. It can also be referred to the parking position used by a
single aircraft loading or unloading passengers, mail, cargo, etc.
3.2.5.1 Gate type
The gate type refers to the size of the gate.
• Type 1: is capable of accommodating all aircraft, including widebodies such
as the A-300, B-747, B-767, DC-10, L-1011
• Type 2: accommodates only non-wide-bodied aircraft
3.2.5.2 Gate mix
Gate mix is the percent of non-wide-bodied aircraft accommodated by the gate group
3.2.5.3 Gate occupancy time
Gate occupancy time is the length of time required to cycle an aircraft through the
gate.
3.2.6 Ground access
Highways, local streets, fixed guide way systems, and public and privately operated
transit services linking an airport to the area that it serves.
3.2.7 Hardstand
Aircraft apron parking position equipped with fixed facilities for ground handling (this
is, made relatively permanent by installation of ground power and sometimes fueling
facilities) but not directly linked to a terminal. It may be considered as a gate.
3.2.8 Hold room
Passenger waiting area adjacent to gate where international passengers and their
goods remain in a controlled environment pending processing by the CIS2, or until
their departure.
The term is also used to refer to other passenger waiting areas such as that for
immigration or baggage claim devices.
2 See Annex 1
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3.2.9 Passenger circulation area
Corridor, stairway, escalator, or moving walkway connecting processing components,
generally only in a terminal.
3.2.10 Ramp
Aircraft parking position often used to refer to gate parking positions. It can be
situated adjacently to the terminal building or remotely from the terminal building. On
the first case passengers are boarded / de-boarded through the gate component
whereas when remotely passengers may have to walk some distance on the ramp to
reach the terminal or may be carried by transporter vehicles.
Aircraft parking positions are designed to accommodate the particular dimensions of
specific types of aircraft and may thus be unavailable to other aircraft with
significantly different dimensions.
3.2.11 Stand
An aircraft stand is a designated area intended for parking an aircraft where
passengers can be loaded / unloaded with a bridge or by bus. The aircraft stand
system is effectively an interface between passenger and aircraft flow.
3.2.12 Terminal
Building with facilities for passenger processing and boarding of aircraft or groups of
such buildings (unit terminals, often used by a single airline) within a terminal area.
Terminals are often classified into four configurations by the system used for
horizontal movement of passengers: linear, pier, satellite and transporter.
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Figure 3.2. Airport landside terminal configuration s3
3.2.13 Terminal curb
Passenger interface between ground access and terminal. Passengers arrive or
depart in private automobiles, hotel and rental-car vans, limousines and buses, and
transit vehicles. The curb system may include direct rapid transit and rail system links
to the airport, although stations are typically located elsewhere and linked by bus or
pedestrian paths to terminal buildings.
3.2.14 Wait areas
Waiting areas are these parts of the airport where people are allowed to shop, eat
and relax before or after their journeys; this would include all the shops, restaurants,
bars, cafes, areas where circulation takes place after check-in, some of these areas
are opened to the general public not only the travelling passenger, so that a
passenger can speed some time with their love ones before proceeding on a trip.
3 Adapted from [B23]
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3.3 Capacity terms
Capacity (throughput capacity) is a measure of the maximum number of aircraft
operations which can be accommodated on the airport or airport component in an
hour. Since the capacity of an airport component is independent of the capacity of
other airport components, it can be calculated separately.
3.3.1 Aircraft mix
Aircraft mix is the relative percentage or operations conducted by each of the four
classes of aircraft (A, B, C, D).
3.3.2 Annual service volume (ASV)
ASV is an estimate of an airport’s annual capacity. It accounts for differences in
runway use, aircraft mix, weather conditions, etc., that would be encountered over a
year’s time. It corresponds to the number of annual operations which the aircraft
mean delay value it’s within one and four minutes.
3.3.3 Capacity (airside)
As defined by [B11], the maximum number of aircraft operations that can take place
in an hour. This is a maximum throughput rate.
3.3.4 Capacity (landside)
As defined by [B23], capability of the landside or its functional components to
accommodate passengers, cargo, ground transport vehicles, and aircraft. Service
volume is the principal indicator of landside capacity in this report.
3.3.5 Crowding
Density of people in airport waiting areas, or number of people per unit area. Those
accompanying departing passengers or greeting arrivals may be included as ell as
passengers themselves.
3.3.6 Delay
Delay is the difference between constrained and unconstrained operating time.
For the airside, it refers to the added time spent in accomplishing an aircraft
operation because of airport congestion, or the difference between time required
under constrained conditions caused by simultaneous demands on the facility and
time required under unconstrained conditions.
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Landside delay is the added time required for a passenger to complete processing at
a functional component because of limits to capacity. Wait time and processing time
are included. Acceptable delay depends on type of service being delivered, demand
characteristics, and local conditions at an airport.
3.3.7 Demand
Demand is the magnitude of aircraft operations to be accommodated in a specified
time period.
3.3.8 Declared capacity
Site specific limiting capacities, in numeric terms, of individual facilities and
resources. These capacities are forwarded to the appropriate bodies to be used in
the preparation of flight schedules.
3.3.9 Dynamic capacity
Maximum processing or flow rate of persons (i.e. occupants) through a subsystem
per unit time. The actual time unit selected as the measurement index (minutes,
hours, etc.)
3.3.10 Gate occupancy ratio
When wide-bodied aircraft are served, the gate occupancy ratio is:
= Average gate occupancy time for widebodied aircraftAverage gate occupancy time for non-widebodied aircraft
R (4.1)
When wide-bodied aircraft are not served, R equals 1.00
3.3.11 Level of service
Defined by IATA, it defines the quality and conditions of service of a functional
component or group of components as experienced by passengers. Such factors as
delay, crowding, and availability of passenger amenities for comfort and convenience
measure service level.
3.3.12 Maximum capacity or Maximum throughput
Maximum rate (or traffic flow) at which passengers (or aircraft, ground transport
vehicles, pieces of baggage, tons of cargo, etc.) can be processed (or achieved) by a
functional component or group of components for a chosen time unit only, but not
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sustained for a longer period, in accordance with safety requirements and regardless
of delay or level of service.
In practice this rate is observed only when demand equals or exceeds a component’s
processing capability, and is typically sustained only for brief periods, because
excess demand usually produces significant delays and crowding.
3.3.13 Mix index
Mix index is a mathematical expression. It is the percent of class C aircraft plus 3
times the percent of Class D aircraft
= +%( 3 )MI C D (4.2)
3.3.14 Peak load factor
The ratio of demand during the peak period (for example, a peak hour) to average
demand during a reference period (for example, the daily average hour). Generally
expressed as a number or percentage.
3.3.15 Peak period
Time period, which may be one hour, several hours, or one day, representative of
busy conditions within a functional component. It is typically defined from historical
records by frequency of occurrence.
3.3.16 Percent arrivals
The percent of arrivals is the ratio of arrivals to total operations:
+
=+ +
12 &
·100&
A T GPA
A DA T G (4.3)
where
A is the number of arriving aircraft in the hour
DA is the number of departing aircraft in the hour
T&G is the number of touch and go's in the hour
3.3.17 Percent touch and go’s
The percent of arrivals is the ratio of landings with an immediate takeoff to total
operations, and is captured as follows:
=+ +
&·100
&T G
PAA DA T G (4.4)
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Touch and go operations are normally associated with flight training. The number of
these operations usually decreases as the number of air carrier operations increase,
as demand for service approaches runway capacity, or as weather conditions
deteriorate.
3.3.18 Runway-use configuration
Runway-use configuration is the number, location, and orientation of the active
runway(s), the type and direction of operations, and the flight rules in effect at a
particular time.
3.3.19 Saturated time periods
A saturated period consist of the consecutive hours when demand exceeds capacity
(termed the overload phase) plus the subsequent hour(s) required to accommodate
the residual demand (termed the recovery phase).
3.3.20 Static capacity
Storage potential of a facility or area, and is usually expressed as the number of
occupants that a given area will accommodate at any one moment. It is a function of
the total useable space available and the level of service to be provided; i.e. the
amount of space each occupant may occupy. Static capacity standards are stated as
square meters per occupant (m2/occ.) for each level of service.
3.3.21 Sustained Capacity
Sustained capacity is the overall capacity of a subsystem to accommodate traffic
demand, over a sustained period within the space and time standards of a particular
level of service. IATA recommends using level of service C to determine the
sustainable capacity.
3.3.22 Runway capacity
Runway capacity is defined as the hourly rate of aircraft operations (departures,
arrivals or both), to be accommodated by a runway of combination of runways, under
specified local conditions.
3.4 Parallel runway operation modes
All information attached here is described in deeper detail in ICAO’s doc 444 and
Annex 14 volume 1.
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3.4.1 Minimum distance between parallel runways
Where parallel non-instrument runways are intended for simultaneous use, the
minimum distance between their centre lines should be:
• 210 m where the higher code number is 3 or 4;
• 150 m where the higher code number is 2; and
• 120 m where the higher code number is 1.
Where parallel instrument runways are intended for simultaneous use the minimum
distance between their centre lines should be:
• 1035 m for independent parallel approaches;
• 915 m for dependent parallel approaches;
• 760 m for independent parallel departures;
• 760 m for segregated parallel operations;
except that for segregated parallel operations the specified minimum distance:
1) may be decreased by 30m for each 150m that the arrival runway is
segregated toward the arriving aircraft, to a minimum of 300m; and
2) should be increased 30m for each 150m that the arrival runway is
staggered away from the arriving aircraft;
3.4.2 Departing aircraft
3.4.2.1 Mixed mode
In a two-parallel runway configuration, provided runways are at sufficient distance
apart, in mixed mode both runways can be operated fully independent of each other
allowing:
• one runway is used exclusively for departures while the other runway is used
for a mixture of arrivals and departures (semi-mixed operation); and
• both runways are used for mixed arrivals and departures (mixed operation) on
each
3.4.2.2 Parallel independent mode
In a two-parallel runway configuration, provided runways are at sufficient distance
apart, in parallel independent mode both runways are used exclusively for departures
(independent departures) and suitable surveillance radar capable of identification of
the aircraft within 2 km (1.0 NM) from the end of the runway is available.
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3.4.3 Arriving aircraft
3.4.3.1 Segregated mode
In a two-parallel runway configuration, provided runways are a sufficient distance
apart, in segregated mode one of the runways is used for take offs whilst the other is
used only for landings. These can be alternated.
ILS and/or MLS precision approach, surveillance radar approach (SRA) or precision
approach radar (PAR) approach and visual approach may be conducted in
segregated parallel operations provided suitable surveillance radar and the
appropriate ground facilities conform to the standard necessary for the specific type
of approach.
3.4.3.2 Parallel dependent mode
In a two-parallel runway configuration, provided runways are a sufficient distance
apart, in parallel dependent mode simultaneous landings are operated in IFR and/or
MLS conditions on both runways, when minimums of radar separation are prescribed
(minimum azimuth accuracy of 0.3 degrees (one sigma)) between aircraft situated on
the extensions of the axes of the adjacent runways.
3.4.3.3 Parallel independent mode
In a two-parallel runway configuration, provided runways are at sufficient distance
apart, in parallel independent mode simultaneous landings are operated in IFR
and/or MLS conditions on both runways, when:
• where runway centre lines are spaced by less than 1310 m but not less than
1035 m, suitable secondary surveillance radar (SSR) equipment, with a
minimum azimuth accuracy of 0.06 degrees (one sigma);
• where runway centre lines are spaced by less than 1525 m but not less than
1310 m, SSR equipment with performance specifications other than the
foregoing may be applied;
• where runway centre lines are spaced by 1525 m or more, suitable
surveillance radar with a minimum azimuth accuracy of 0.3 degrees (one
sigma) is available
Note: Precision Runway Monitor (PRM) is a high-speed, high-precision radar system
that can be used to allow simultaneous approaches on parallel runways that are
spaced less than 1525 m to each other.
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3.5 Other
3.5.1 Instrument flight rules
Instrument flight rule conditions occur whenever the reported cloud ceiling is at least
500 feet but less than 1,000 feet and/or visibility is at least one statute mile but less
than three statue miles.
3.5.2 Long haul
Flights longer than 1500 miles. Such flights normally require more preparatory
ground time before departure than short-haul flights ((those less than 500 mi long)
and are often flown by larger aircraft.
3.5.3 Narrow body
A narrow-body aircraft is an airliner with a fuselage aircraft cabin diameter typically of
3 to 4 meters, and airline seat arranged 2 to 6 abreast along a single aisle. Narrow-
body aircraft seating less than 100 passengers are commonly known as regional
airliners.
3.5.4 Poor visibility and ceiling (PVC)
Poor visibility and ceiling conditions exist whenever the cloud ceiling is less than 500
feet and/or the visibility is less than one statute mile.
3.5.5 Range
The maximal total range is the distance an aircraft can fly between take-off and
landing, as limited by fuel capacity in powered aircraft, or cross-country speed and
environmental conditions in unpowered aircraft.
Ferry range means the maximum range the aircraft can fly. This usually means
maximum fuel load, optionally with extra fuel tanks and minimum equipment. It refers
to transport of aircraft for use on remote location.
Short range Mid range Long range
< 1900 NM 1900 – 4000 NM > 4000 NM
Table 3.1. Range classification
3.5.6 Short haul
Flights less than 500 miles long. Aircraft on short-haul routes may be able to operate
with very short turnaround times compared with those on long haul routes.
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3.5.7 Visual flight rules
Visual flight rule conditions occur whenever the cloud ceiling is at least 1,000 feet
above ground level and the visibility is at least three statute miles.
3.5.8 Wide body
A wide-body aircraft is a high-passenger-capacity airliner such as the Airbus, Boeing
747, McDonell-Douglas DC-10, and Lockheed L-10114, and is usually configured
with multiple travel classes with a fuselage diameter of 5 to 6 meters and twin aisles.
Passengers are usually seated 7 to 10 abreast. Typical wide-body aircraft can
accommodate between 200 and 600 passengers, while the largest narrow-body
aircraft currently in widespread service (the Boeing 757-300) carries a maximum of
about 250. Physical dimensions of such aircraft, also termed jumbo jets, may be
incompatible with airport gate and apron areas designed for smaller narrowbody
aircraft.
4 See Annex 8
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4 AIRSIDE CAPACITY ASSESSMENT METHODS
The material contained in [B10] report is primarily intended for airport planning. The
values of capacity and delay obtained from the report cannot and should not be
construed as precise values for a particular airport. Rather, the capacity and delay
values, the method itself and the figures are representative for US airports. The
applicability to other countries’ airports is questionable and the results obtained are,
in general, optimistic outside the US.
4.1 Capacity assumptions (for FAA method)
All the capacity assumptions listed below are those assumed in [B10].
4.1.1.1 Runway configuration
The most widely used method for the mathematical calculation of runway capacity is
the one detailed in [B10]. Marcos García Cruzado, in [B15], re-edited the text
appearing in the capacity and ASV for long range planning figures converting the
units into the international system. An abstract of those is attached in Figure 4.1,
Figure 4.2, Figure 4.3 and Figure 4.4:
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Figure 4.1. Capacity and ASV for long range plannin g (a)
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Figure 4.2. Capacity and ASV for long range plannin g (b)
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Figure 4.3. Capacity and ASV for long range plannin g (c)
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Figure 4.4. Capacity and ASV for long range plannin g (d)
Notes:
• Hourly VFR and IFR values are based on runway utilizations which produce
the highest sustainable capacity consistent with current ATC ties and
practises
• Configurations 9 to 19 show by means of arrows the predominant direction of
runway operations
• Runway-use configurations 14 through 19 indicate by dashed lines the limit of
the range of runway orientation.
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4.1.1.2 Percent arrivals
Arrivals equal departures5
4.1.1.3 Percent touch and go’s
The percent of touch and go’s is within the ranges specified in table 2.1 from [B10],
repeated here as Table 4.1:
Mix
index
Percent
arrivals
Percent
Touch &
Go
Demand ratios 6
Annual Demand
Av. Daily Demand
Av. Daily Demand
Av. Peak Hour Demand
0-20 50 0-50 290 9
21-20 50 0-40 300 10
51-80 50 0-20 310 11
81-120 50 0 320 12
121-180 50 0 350 14
Table 4.1. Demand ratios
4.1.1.4 Taxiways
A full-length parallel taxiway, ample runway entrance/exit taxiways and no taxiway
crossing problems are considered.
4.1.1.5 Airspace limitations
No space limitations which would adversely impact flight operations or restrict aircraft
from operating at the airport are considered. Missed approach protection is assured
for all converging operations in IFR weather conditions.
4.1.1.6 Runway instrumentation
The airport has at least one runway equipped with an ILS and has the necessary
ATC facilities and services to carry but operations in a radar environment.
4.1.1.7 Annual service volume assumptions
The ASV values in Figure 4.1, Figure 4.2, Figure 4.3 and Figure 4.4 are based on the
assumptions of section 4.1, Table 4.1 and the following:
• Weather conditions occur roughly 10 percent of the time
• Roughly 80 percent of the time the airport is operated with the runway-use
configuration which produces the greatest hourly capacity
5 See Annex 3 section 3.3.14 6 In the peak month
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4.2 Apron capacity
4.2.1 Parsons apron area capacity estimate
Extracted from [B38]. According to [B28] and [B13], the total space required for
parking an aircraft, projected at 1,41 acres/aircraft, ranges from 1.0 acre for a DC-9
to 3.7 acres for a B-747. This assumption considers also an inferred typical “all
aircraft parking envelope” at 232 ft x 260 ft. This approach uses straightforward
computation and yields seemingly valid results but may seldom be relevant to
capacity.
4.2.2 Aggregate apron utilization efficiency
Extracted from [B38]. In this procedure, a calculation is made of the plan area of a
circle with diameter equal to the length of wingspan of the aircraft, whichever is
greater. Then, calculate the average use efficiency parameter, equal to the ratio of
aircraft seat load to area of this circle, for the fleet currently operating at the airport.
This method may be a useful and quick test of impending space constraints.
4.2.3 Apron and stands
Extracted from [B38]. For apron, two types of capacity are considered: absolute and
user capacity.
Absolute capacity is the total number of stands available for each type of aircraft;
some of them admit more than one aircraft type.
User capacity, sometimes called "rotation capacity" is the number of aircraft that can
use a stand either per hours or per day, and is the really useful one for planning
purposes as the absolute capacity is not indicative.
If an airport is reported to have n parking positions or stands, nothing can be
deducted because it may happen that many of them are occupied permanently or for
long periods.
To perform this calculation is essential to know the average time of occupancy for
each aircraft class of aircraft and each type of stand.
• Manufacturer’s manuals usually include the times of operation and
stewardship of the aircraft, which tend to be optimistic;
• what is more practical, is to refer to airport statistics and complement them by
direct measurements. Data to be determined:
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o Aircraft class and operating airline. For the same aircraft, the time
required often varies from one to another company
o Flight type (initial, terminal, passenger stopover, technical stopover
and required services; refueling of fuel, food supply, cleaning, etc…) .
For flights with stopover, there can be significant differences in service
provision and stewardship as companies.
o Number of passengers boarding / de-boarding
o Load boarded / de-boarded
o Airport aids and efficiency in their use: bridges, buses, staircases,
containers, etc…
o Tank trucks or hydrants for fuel
o 400 Hz and compressed air supplies
o ect.
With these data the average time of occupancy can be calculated.
For the previous assessment should be noted that an aircraft in stopover flight is
equivalent to two operations and the mix of aircraft, as usual when not all positions
are interchangeable, therefore reduces the total capacity for class.
On large platforms, capacity must be estimated by areas because when considering
the apron as a whole it can lead to significant errors. The capacity C (and by
extension the number of stands required parking) is determined by the expression:
( )( ) ( ) , ( )f j N j T i j C j⋅ = ⋅ (5.1)
( )C C j=∑ (5.2)
Where
F (j) is the utilization factor (as a % of one hour) of j type stands by an i type of
aircraft
N (ji) is the number of type j stands that can be used by a type i aircraft
T (ij) is the occupation time required for a type j stand by a type i aircraft
C (j) is the capacity of type j stands
T(ij) times can be derived from the aircraft manufacturers’ manuals by multiplying
them by a 1.1 to 1.4 factor according to the constraints of the airport, the type of flight
and class of transit or by making direct measurements "in situ" on already existing
airports.
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4.3 Runway capacity
4.3.1 FAA method
Except for situations:
• involving PVC conditions
• absence of radar coverage or ILS
• airports with parallel runways when one runway is limited to use by small
aircraft
hourly capacity can be calculated as follows:
1. Select the runway-use configuration in Figure 4.5, Figure 4.7 and Figure 4.8
(extracted from [B10]) which best represents the use of the airport during the
hour of interest. To adjust for staggered thresholds, see [B10], chapter 4.
2. Select the Figure number for capacity
3. Determine the percentage of Class C and D aircraft operating on the runway
component and calculate the mix index7
4. Determine percent arrivals (PA)8
5. Determine hourly capacity base from graph (C*)
6. Determine the percentage of touch and go operations during VFR9 operations
and determine the touch and go factor (T).
7. Determine the location of exit taxiways (measured from the threshold at the
approach end of the runway) and determine the exit factor (E)
8. Calculate the hourly capacity of the runway component with:
= ⋅ ⋅*C C T E (5.3)
7 See ANNEX 3 section 3.3.13 8 See ANNEX 3 section 3.3.16 9 See ANNEX 3 section 3.3.17
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Figure 4.5. Runway use diagram (a)
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Figure 4.6. Runway use diagram (a)
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Figure 4.7. Runway use diagram (b)
Figure 4.8. Runway use diagram (c)
Figure 4.9. Runway use diagram (d)
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Figure 4.10. Runway use diagram (e)
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Figure 4.11. Runway use diagram (f)
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4.3.2 Methodology from Ministerio de Obras Públicas , Transporte y
Medio Ambiente
4.3.2.1 Minimum separation between aircraft
In landing or take off consecutive operations, separation constraints in time and
space (distance) are fixed. In section 9.2.5.1, minimums of spatial separation
prescribed due to wake turbulence effects were described Table 9.6. According to
the type of aircraft10, minimum time separation between aircrafts in consecutive take-
offs (Tdd) and consecutive landings (Taa) must be:
Preceding aircraft
Succeeding
aircraft
(seconds) Heavy Medium Small
Heavy 90 60 60
Medium 120 60 60
Small 120 60 60
Table 4.2. Minimum separation times between consecu tive take-offs (Tdd)
Preceding aircraft
Succeeding
aircraft
(seconds) Heavy Medium Small
Heavy 102 77 77
Medium 150 90 90
Small 210 144 108
Table 4.3. Minimum separation times between consecu tive landings (Taa)
Moreover,
• Time between landing and take-off is Tad=50sec (take-off begins once the
preceding landed aircraft has abandoned the runway)
• Time between take-off and landing is Tda=130sec
Figure 4.12. Time separation between aircraft when landing and taking-off
10 See ¡Error! No se encuentra el origen de la referencia.
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4.3.2.2 Runway capacity assessment
To carry on with this procedure, two parameters need to be defined:
• Pij is the amount of times that a type j aircraft (S,M,H) is preceded by another
aircraft, type i. For example, if an aircraft type (S) is preceded a 30% of times
by an aircraft type (M), Pij = 0,3.
• Tij is the time (in minutes) between two events (landing or take-off) in a ij
series. For example, the time between two consecutive take-offs of (H) type
aircraft is, according to Table 4.2 is Tpp = 1,5min.
From this two parameters, capacity (in operations/hour) of a runway is determined
as:
60
ij ijij
CPT
=∑
(5.4)
With Tij expressed in minutes.
Note:
The probability of a j aircraft to be preceded by an i aircraft does not depend on i, this
means that Pi and Pj are statistically independent, so:
Pij Pi x Pj= (5.5)
4.4 Taxiway capacity [FAA method]
Hourly capacity of a taxiway component crossing a runway can be calculated as:
1. Determine the distance from the runway end (start of takeoff roll) to the
taxiway crossing
2. Determine the runway operations rate, i.e, the demand being accommodated
on the runway being crossed (arrival, departure, and touch and go operations
per hour). The operations rate cannot exceed the hourly capacity of the
runway
3. Calculate the mix index11 of the runway being crossed
4. Determine the hourly capacity of the taxiway crossing by using the following
figures extracted from [B10]:
5. Use Figure 4.13 when the crossed runway accommodates arrivals or mixed
operations
6. Use Figure 4.14 when the crossed runway accommodates only departures
and touch and go’s
11 See ANNEX 3 section 3.3.13
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Figure 4.13. Hourly capacity of a taxiway crossing an active runway w/ arrivals
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Figure 4.14. Hourly capacity of a taxiway crossing an active runway w/o
arrivals
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4.5 Gate capacity
4.5.1 Gate capacity using FAA method
Hourly capacity of a gate group component can be calculated as follows:
Figure 4.15. Hourly capacity of gates12
12 Extracted from [B10]
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1. Determine the number of gate groups and the number of gates in each gate
group
2. Determine the gate mix, i.e. the percent of non-widebodied aircraft using each
gate group (programmed demand)
3. Determine the percentage of gates in each gate group that can accommodate
widebodied aircraft (available stands)
4. Determine for each gate group the average gate occupancy time for wide-
bodied and non widebodied aircraft
5. Calculate the gate occupancy ratio (R) using the formula above (see Figure
4.15)
6. Calculate the hourly capacity of each gate group by using Figure 4.15.
4.5.2 Gate capacity direct calculation
According to [B4], to assess gate needs, this procedure should be followed:
1. List and categorize the peak-day aircraft fleet mix by expected gate
occupancy time
2. Calculate the weighted average service time from Table 8.4 in the Report.
3. Calculate the single-gate-capacity index, in aircraft per minute per gate, as
the inverse of the weighted average service time
= ⋅
1weighted service time min
aircraftC
gate (5.6)
4. Overall capacity, in number of aircraft, is the product of this index and the
total number of gates at the terminal:
= × ×
( ) 60minops
Capacity C gatesh
(5.7)
5. For exclusive gate use, the previous step is repeated for each group of gates
under exclusive use. Total terminal capacity is then the sum of individual
group capacities
The use of this method implies 100 percent utilization and perfect schedule mesh. A
slightly longer average occupancy time would allow for uncertainties and schedule
mismatch. Although the calculation is simple and fast, the method yields indicative
results only and application is limited to assessments.
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4.5.3 Gate capacity using Parsons gate-enplanement curve
This method described in [B28] can be summarized in the following steps:
1. Plot annual enplanements versus estimated gate positions. If this information
is not available, a broad idea about the number of annual enplanements that
the airport might serve according the terminal geometry and configuration can
be obtained from Figure 4.16
Figure 4.16. Capacity aspects of terminal concepts
2. Invert the curve to read capacity for a given number of gates, and it can be
read that:
3. Above approximately 4 million annual enplanements � a linear relationship
describes the capacity
300,000 ( )
annual enplanementsCapacity gates
gate= × (5.8)
4. Below 4 million annual enplanements � approximately parabolic behavior of
the capacity
212,000 ( )Capacity annual emplanements gates= × (5.9)
5. Translation to peak-hour capacity would presumably be made with standard
peak-to-annual relationships, ideally specific to the airport in question.
The Parsons manual as a whole, although frequently criticized as very general and
probably out of date, is nevertheless widely used.
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4.5.4 Average-to-peak utilization correction
According to [B5], easy correction factors can be obtained by using data for specific
airports. Finding the average gate utilization measured in terms of time occupied on a
basis of 6-min intervals, it can be determined as a percentage of peak utilization.
Such a factor could be used in conjunction with other procedures that yield annual
enplanement capacities.
4.5.5 Gate capacity graphic analysis
According to [B11], the capacity of gates can be read graphically as follows:
1. Given an average gate occupancy time for non-widebody flights and percent
of non-widebodies in peak-hour flight schedule, hourly gate capacity
operations base is read from graph
2. Gate size factor is read from graph, based on percentage of widebody aircraft
in peak-hour flight and percentage of available gates able to handle
widebodies
3. Gate capacity, in operations per hour, is computed as
( ) ( ) ( )Capacity operations base size factor number of gates= × × (5.10)
In this method full gate utilization is assumed. It would be applied separately to each
group of exclusive-use gates. Relatively easy to use, technically adequate, and
officially sanctioned, this method may often be a good starting point for preliminary
assessment of gate utilization problems.
4.5.6 Ramp chart hourly utilization analysis
[B23] proposes the following procedure:
1. Create a ramp chart for the average day and peak month, showing scheduled
flights on arrival and departure times by assigned gate
2. Gate occupancy in each hour can be immediately read from the ramp chart,
or calculated as the number of aircraft on the ground in the previous hour less
the number of departures in the previous hour plus the number of arrivals in
the current hour divided by the number of gates
If occupancy is computed to be 100 percent during the governing time period, then
effective capacity has been reached for that time period. If capacity is to be
determined on an hourly basis only, this procedure may be unnecessary. Gate
capacity is simply 100 percent occupancy with the airport’s current fleet mix.
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Under exclusive gate use, an airline might have flights scheduled such that there is a
gate available for a full (peak) hour, so that apparent occupancy would not be 100
percent, even though no other flights could be accommodated.
This method requires assumptions about turnaround times to compute slot
availability.
4.5.7 Movement area capacity [Separation analysis m ethod]
Extracted from [B15]. As it is already known, landings have preference upon take-
offs, so as, in a hypothetical extreme case, it could be considered that if landing
demand was continuous, no take-offs would occur.
Anyway, this doesn’t happen because the distance between landing aircraft is bigger
than the one between take-off and landing, and operations can, most part of the time,
be interspersed.
If runways operate in parallel segregated mode, a queuing theory could be applied
for each one of them, assuming that demand follows a Poisson distribution pattern. In
already existing airports, on-site measures could be taken, so the analysis is done
with real data.
4.5.8 Description of the method
This is an easy-doing assessment method, valid for any airport around the world.
Two different cases can arise: the preceding aircraft lands at a higher speed than the
subsequent aircraft, or the reverse.
Variables used in this method are:
• Aircraft landing speed, V1, V2, … Vi (in knots)
• Minimum separation between two different classes of aircraft (in sec)
• Longitude of the final approximation path between initial landing point and the
threshold L (in miles) considering the previous one on the runway threshold
• Minimum separation between aircraft D (in miles)
The method develops as follows:
• Gather aircrafts in different classes, depending on their landing speed.
• ICAO classifies the aircraft according to airports’ design:
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Design group Wingspan (m) Gear width (m)
A < 15 < 4,5
B 15 to 24 4,5 to 6
C 24 to 36 6 to 9
D 36 to 52 9 to 14
E 52 to 65 9 to 14
Table 4.4. ICAO airport design group classification
If landing speed values are not available, the following values can be adopted:
Group Approach speed (knots) 13
A <91
B 91-120
C 212-140
D 141-165
E >166
Table 4.5. ATC approach speed classification
Calculate every class as a fraction of unity with respect to the total ip according to
the following table model:
Aircraft Approach speed ip
A VA (in numbers)
B VB (in numbers)
C VC (in numbers)
D VD (in numbers)
E VE (in numbers)
Calculate the minimum separation distance between two different classes of aircraft
jid according to:
12 2 2 1 / = ≥d D V if V V (6.1)
12 2 2 1 2 1 / ·(1/ 1/ ) = + − <d D V L V V if V V (6.2)
where D and L are values already known. The value of D will be obtained from Table
8.2 in the Report, considering small planes those of classes A and B, medium those
from class C and heavy those of class D.
13 1 knot = 1.85200 km/h
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Complete the minimum separation matrix:
Precedent Aircraft Following Aircraft VA VB VC VD
Approach speed Group A B C D VA A VB B VC C VD D
Table 4.6. Minimum separation matrix model
Calculate the average distance d . The fraction of unity of each class is the
probability ( ip ) of the considered aircraft to belong to a certain class, so the weighted
average minimum distance is:
( )i ji jji
d p d p=∑ (6.3)
Finally, calculate the maximum hourly capacity (in ops/h) for each class:
1mC
d=
(6.4)
Group Capacity [ops/h]
A
B
C
D
E
Table 4.7. Minimum separation capacity table
As said before, this is a theoretical method that uses a simple approach; taking into
account different error sources, capacity can be reduced by a 20%, and in some
cases this will have to be considered.
4.6 Airside capacity and Annual Service Volume [FAA method]
4.6.1 Airside hourly capacity (short term)
Airport hourly capacity can be calculated as follows:
1. Calculate the hourly capacities of the runway, taxiway, and gate groups
components and determine the hourly demands on each
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2. Calculate the demand ratio for each component by dividing the component
demand by the runway component demand
3. Calculate the component quotients by dividing each component’s capacity by
its demand ratio
4. Identify the airport hourly capacity, i.e., the lowest quotient of those calculated
above
4.6.2 Annual service volume (short term)
ASV can be calculated as follows:
1. Calculate the weighted hourly capacity Cw for the runway component as
follows:
2. Identify the different runway-use configurations used over the course of a
year
3. Determine the percent of time each runway-use configuration is in use (P1
through Pn).
4. Include those times when the hourly capacity is zero, i.e., the weather
conditions are below airport minimums or the airport is closed for other
reasons.
5. If a runway-use configuration is used less than 2 % of the time, that time may
be credited to another runway-use configuration.
6. Calculate the hourly capacity for each runway-use configuration (C1 through
Cn)
7. Identify the runway-use configuration that provides the maximum capacity.
Generally, this configuration is also the configuration most frequently used.
8. Divide the hourly capacity of each runway-use configuration by the hourly
capacity of the runway-use configuration that provides the maximum capacity
9. Determine the ASV weighting factor (W) (W1 through Wn) for each runway-
use configuration from Table 4.8, adapted from Table 3-1 of [B10]]
Percent of
maximum
capacity
Weighting factors
VFR IFR
Mix index (0 -
20)
Mix index (21 -
50)
Mix index (51 -
180)
91+ 1 1 1 1
81-90 5 1 3 5
66-80 15 2 8 15
51-65 20 3 12 20
0-50 25 4 16 25
Table 4.8. ASV weighting factors
10. Calculate the weighted hourly capacity of the runway component Cw of the
runway component by the following equation:
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( )
( )
⋅ ⋅=
⋅
∑
∑
n
i i ii
w n
i ii
P C WC
P W (6.5)
11. Calculate the ratio of annual demand to average daily demand during the
peak month (D). If this information is not available, values from Table 4.9 can
be used
12. Calculate the ratio of average daily demand to average peak hour demand
during the peak month (H). If this information is not available, values from
Table 4.9 can be used
Mix index Daily index (D) Hourly index (H)
0 -20 280 – 310 7 – 11
21 – 50 300 – 320 10 – 13
51 - 180 310 – 350 11 – 15
Table 4.9. Typical demand ratios
13. Calculate ASV by using the following equation:
= ⋅ ⋅WASV C D H (6.6)
4.6.3 Airside capacity and annual service volume (l ong term; general)
In order to calculate a long term approximate airport capacity and the annual service
volume (let’s say, for one year), the following procedure should be applied:
1. Determine the percentage of aircraft classes C and D using, or expected to
use, the airport
2. Select the runway-use configuration from Figure 4.1, Figure 4.2, Figure 4.3
and Figure 4.4 that most represents the airport.
3. When no direction of runway operations is specified, the direction of operation
is not critical
4. For airports having three or more runway orientations (consider parallel
runways as one runway orientation), identify the two-runway orientation that is
operated most frequently
5. Calculate the mix index (see 3.3.1)
6. Read the approximate VFR and IFR hourly capacities and the ASV directly
from Figure 4.1, Figure 4.2, Figure 4.3 and Figure 4.4.
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4.7 Delay
4.7.1 Hourly delay to aircraft on the runway compon ent
Hourly delay calculations described in this paragraph apply to those hours when the
hourly demand does not exceed the hourly capacity of the runway component. For
those hours when the hourly demand exceeds the hourly capacity of the runway
component, section 4.7.3 applies.
Hourly delay can be calculated as follows:
1. Calculate the hourly capacity of the runway component for the specific hour of
interest
2. Identify from Figure 4.5, Figure 4.7 and Figure 4.8 the figure number for delay
3. Identify the hourly demand (HD) and the peak 15 minute demand (Q) on the
runway component
4. Calculate the ratio of hourly demand to hourly capacity (D/C)
5. Calculate the arrival delay index (ADI) and the departure delay index (DDI)
from the figure numbers for delay in (3.)
6. Calculate the arrival delay factor (ADF) and departure delay factor (DDF) by
the following equations:
( )= ⋅ADF ADI D C (6.7)
( )= ⋅DDF DDI D C (6.8)
7. Calculate the demand profile factor (DPF) by the following equation:
= 100QDPF
HD (6.9)
o Airports with a high percentage of air carrier activity normally have a
DPF of 50 percent .
o Airports with a high percentage of general aviation activity normally
have a DPF in the 30 to 35 percent range.
8. Calculate the average delay for arriving aircraft (DAHA) and departing aircraft
(DAHD) from Figure 4.17, extracted from [B10]] by introducing ADF and DDF:
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Figure 4.17. Average aircraft delay in an hour
9. Calculate hourly delay (DTH) by the following equation:
( )( )⋅ + −=
100
100
HD PA DAHA PA DAHDDTH
(6.10)
4.7.2 Daily delay to aircraft on the runway compone nt when the d/c
ratio is 1.0 or less for each hour
Daily delay can be calculated as follows:
1. For each hour, calculate the hourly delay to aircraft on the runway component
2. Calculate the delay for the time period in question by summing the delay for
each the hours.
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4.7.3 Daily delay to aircraft on the runway compone nt when the d/c
ratio is greater than 1.0 for one or more hours
Daily delay can be calculated as follows:
1. Identify the saturated time periods14.
2. For each saturated period (overload plus recovery phase), calculate the delay
to aircraft as follows:
3. Determine the duration of the overload phase
4. Calculate the hourly AD/C ratio during the overload phase, i.e., the sum of the
hourly demands during the overload phase divided by the sum of the hourly
capacities during the overload phase
5. Determine the percent of arrivals (PAS) for the saturated (overload plus
recovery) period
6. Determine the ADI and the DDI for the saturated (overload plus recovery)
period
7. Calculate the ADF and DDF using the following equations:
( )= ⋅ADF ADI AD C (6.11)
( )= ⋅DDF DDI AD C (6.12)
8. Determine the average delay per arrival (DASA) and per departure (DASD)
during the saturated (overload plus recovery) period from Figure 4.18,
adapted from [B10]]:
Figure 4.18. Average aircraft delay during saturat ed conditions
14 See ANNEX 3 section 3.3.19
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9. Calculate the delay in the saturated period (DTS) by the following equation:
( ) ( )( )+ + + ⋅ + −= 1 2 ... 100
100nHD HD HD PAS DASA PAS DASD
DTS (6.13)
where
HD is the hourly demand in the saturated period
10. Determine for each unsaturated hour the delay in accordance with the
procedures in section 4.7.2
11. Calculate the total daily delay by summing the saturated and unsaturated
delay
4.7.4 Hourly demand corresponding to a specified le vel of average
hourly delay
Determine the hourly demand which corresponds to a stipulated average level of
delay by trial and error, i.e., using a graphical plotting of delay versus demand.
4.7.5 Aircraft delay (annual)
In order to calculate the aircraft delay, the following procedure should be applied:
1. Estimate annual demand using current or historical information or projections
of future traffic
2. Calculate the ratio of annual demand to ASV
3. Obtain average delay per aircraft according to the following Figure 4.19,
extracted from [B12]
4. Calculate total annual aircraft delay as the average delay multiplied by the
annual demand
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Figure 4.19. Average aircraft delay for long range planning
The upper portion of the band applies to airports where air carrier operations
dominate. The full width of the band applies to airports where general aviation
operations dominate. Delays 5 to 10 times average could be perfectly experienced by
individual aircraft
4.7.6 Annual delay to aircraft on the runway compon ent
The following procedure uses 24 representative days, one VFR and one IFR for each
calendar month. Other increments of time may be selected. If the airport has
considerable fluctuation in operations during the week, or if a more precise delay
determination is needed, one representative VFR and one representative IFR day
should be used for each day of the week. Variation in seasonal traffic will require
repetition of these computations for each season. Airports which have consistent
patterns of operations throughout the week and year require fewer computations.
1. Convert annual demand to average day demand for each month
2. Distribute the annual demand to the 12 calendar months to account for
seasonal variations in traffic
3. Develop average day demand by dividing the monthly demands by the
number of days in the respective month
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4. Adjust the average day demand to account for differences in VFR and IFR
demand
5. Determine from weather records the percent of the time that IFR and PVC
operating conditions prevail (%IFR)
6. Determine from traffic records the percent IFR (and PVC) demand to VFR
demand (%IFR demand)
7. Calculate the representative VFR day demand (VFR demand) and
representative IFR day demand (IFR demand) by the following equations:
( )=− −
Average day demand1 % 1 % /100 100
VFRdemandIFR IFR demand
(6.14)
= ⋅% / 100IFR demand VFR demand IFR demand (6.15)
8. From historical data, develop a breakdown of hourly demand for the
representative day(s)
9. Determine monthly delay by multiplying the representative daily delays by the
number of days it represents and summing these quotients
10. Add monthly delays
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5 LANDSIDE CAPACITY ASSESSMENT METHODS
A brief review is given for a range of tools and procedures that may be useful in
assessments of airport landside capacity. A variety of rules of thumb and
mathematical relationships are available. Much of the research and many of the
resulting analysis tools for terminal buildings and curb use the mathematical
framework of queuing theory. Problems of motor vehicle access and parking are
sometimes addressed by using techniques of highway transportation and traffic
engineering.
Any airport’s landside system is complex. There is some flexibility for the airport user
to accommodate to current or anticipated conditions at the airport and to travel
through the system even when queues are growing. Given the difficulty of
representing such a situation, simple rules of thumb based on observation at airports
in operation may often be as useful as more complex mathematical analyses for
assessing capacity. Such rules of thumb are invariably easier to apply. Nevertheless
the framework of queuing theory gives a useful structure to the analysis process.
In order to obtain a quick idea of the capacity of an existing facility or the size that a
facility needs to be in order to handle a given throughput, a variety of simplified
formulae that meet the equilibrium between supply, demand and level of service are
recompiled in this section. However, such formulae employ many simplifications and
approximations that cannot be used as a substitute for a detailed evaluation.
Moreover, not all formulae will be applicable to all airports since not all local factors
are included.
5.1 Ground access capacity
5.1.1 Estimation method
Extracted from [B22]. A rough approximation to have an idea of the ground access
capacity is given in the following table:
Design situation Space standard (ft 2/person)
Design loading of urban transit vehicles 3 - 4
Table 5.1. Typical space standards used in planning and design
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5.1.2 Access capacity-to-demand index
Extracted from [B41]. It defines two indexes:
• Passenger demand index is calculated as:
( )( )
[1.5 min int
2 . ] / 1000
PDI daily passengers us erline transfers
no of airport employees
=
+ (7.1)
This index is meant to approximate the number of trips per day made to the airport.
• Access supply index is calculated as
( )3.1 / /1000PCI effective lane capacity vehicles hr = (7.2)
This calculation implies an assumed average vehicle occupancy rate of 3.1
persons/vehicle.
If the ratio PDI/PCI is greater than 1.0, there is a potential capacity problem.
Such indexes reflect the underlying principles for access capacity analysis. The
multipliers used could be changed to suit conditions at an individual airport. However,
such indexes can only be first approximations, useful for initial screening for
problems.
5.2 Passenger terminal capacity
5.2.1 Arrival hall capacity
Extracted from [B19]. To determine the arrival hall space requirement for greeters
and passengers, excluding concessions, follow the procedure below:
× × × = × + ×
2 SPP SPP [ ]60 60
AOP PHP AOV PHP VPPA m (7.3)
Where
PHP is the peak hour number of terminating passengers
AOP is the average occupancy time per passenger (minutes) or assume 5
minutes
AOV is the average occupancy time per visitor (minutes) or assume 30
minutes
SPP is the space required per person (m2) for level of service C or assume
2.0 m2
VPP is the number of visitors per passenger
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5.2.2 Baggage area capacity
5.2.2.1 Baggage area space required
Extracted from [B19]. Capacity of baggage claim areas is judged by considering the
average time passengers must wait to retrieve their checked baggage and by
comparing number of people in the claim area with the size of that area. Simple
queuing analysis is often used to estimate the average time passengers will have to
wait for bags and the number waiting. Planning and design standards are then
selected, generally on the basis of square feet of floor area and linear feet of
baggage display device per person.
The retrieval and peripheral area is a roughly 3.5 meter wide band around the unit.
This area is used to measure the level of service for the passengers waiting around
the carrousel and the static capacity of the unit.
A B C D E
Space standard (m 2/occupant) 2.6 2.0 1.7 1.3 1.0
Table 5.2. Level of service for baggage claim unit (retrieval and peripheral area)
Note 1: Sustainable capacity is at level of service C.
Note 2: Assuming 40% use of trolleys.
5.2.2.2 Number of baggage claim units
Wide-body aircraft
( )
60
PHP PWB CDWBC
NWB
× ×=
× (7.4)
Narrow-body aircraft
( )
60
PHP PNB CDNBC
NNB
× ×=
× (7.5)
Where
PHP is the peak hour number of terminating passengers, international /
domestic transfer passengers, where applicable
PWB is the proportion of passengers arriving by wide-body aircraft in the
peak hour
PNB is the proportion of passengers arriving by narrow-body aircraft in the
peak hour
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CDW average claim device occupancy time per wide-body aircraft (minutes)
or assume 45 minutes
CDN average claim device occupancy time per narrow-body aircraft
(minutes) or assume 20 minutes
NWB is the number of passengers per wide-body aircraft at 80% load factor
or assume 320 passengers
NNB is the number of passengers per narrow-body aircraft at 80% load
factor or assume 100 passengers
5.2.3 Security check
Extracted from [B19]. The centralized security check system is also designed to
process the check-in maximum throughput to ensure overall capacity balance.
A. Calculate the peak 10-minute check-in counters throughput
600 10 - min demand #CIY (%J)Peak ute
PTci = × ×
(7.6)
Where
#CIY is the number of economy class check-in servers assuming common
use15
PTci is the average processing time at check-in in seconds
%J is the percentage of business class passengers
B. Calculate the number of security check servers
# 10 - min 600
PTscSC Peak ute demand from A = ×
(7.7)
Where
#SC is the number of security servers
PTsc is the average processing time at security check in seconds
C. Calculate the maximum number of passenger queuing assuming a single
queue
# 60#
MQT SCMax Q
PTsc× × =
(7.8)
Where
MQT is the maximum queuing time in minutes
#SC is the number of security servers
PTsc is the average processing time at security check in seconds 15 See section 5.2.4, subpart C
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5.2.4 Check-in area capacity
5.2.4.1 Check-in queue
Capacity of the ticket counter and baggage check component is judged by
considering the average time required for processing passengers and by comparing
number of passengers in the terminal lobby queuing area with the size of that area.
Direct observation or simple queuing analysis is often used to estimate both the
average wait time and the number of people waiting.
To set up the check-in queue area, IATA [B19] recommends using four different sets
of space standards, as described in Table 5.316:
A B C D E
Few carts and few passengers with check-in
luggage (row width 1.2m)
1,7 1,4 1,2 1,1 0,9
Few carts and 1 or 2 pieces of luggage per
passenger (row width 1.2 m)
1,8 1,5 1,3 1,2 1,1
High percentage of passengers using carts (row
width 1.4m)
2,3 1,9 1,7 1,6 1,5
‘Heavy’ flights with 2 or more items per passenger
and a high percentage of passengers using carts
(row width 1.4 m)
2,6 2,3 2,0 1,9 1,8
Table 5.3. Level of service space standards (m 2/occupant) at check-in for single
queue
5.2.4.2 Number of check-in counters
Extracted from [B19]. The procedure to determine the required number of check-in
counters is as follows:
A. Calculate the peak 30 minute demand at check-in
The peak 30-minute demand is a good predictor of the performance and
requirements at check-in. The following procedure is recommended if the site-
specific demand/capacity characteristics required to determine the peak 30-minute
load are not available:
30 - min - 1 2Peak ute at check in PHP economy class F F= × × (7.9)
where
PHP is the peak hour originating passengers – economy class at check-in
F1 is the % of the PHP in the peak 30-minute from Table 5.417
16 adapted from [B19]
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F2 is the additional demand generated by the flights departing before and
after the peak hour period from Table 5.518
Number of flights during
the peak hour period
Domestic / Schengen /
Short-haul international
Long -haul
international
1 39 % 29 %
2 36 % 28 %
3 33 % 26 %
4 or more 30 % 25 %
Table 5.4. Peak 30-minute at check-in as a percenta ge of the peak hour period
Average passenger load in the
hour before and after the peak hour
period in % of the PHP
Domestic
Shengen /
Short-haul
international
Long-haul
international
90% 1.37 1.43 1.62
80% 1.31 1.40 1.54
70% 1.26 1.35 1.47
60% 1.22 1.30 1.40
50% 1.18 1.25 1.33
40% 1.14 1.20 1.26
30% 1.11 1.15 1.19
20% 1.07 1.10 1.12
10% 1.03 1.06 1.06
Table 5.5. Additional demand generated by the fligh ts departing before and
after the peak hour period
B. Determine the intermediate result S, which takes into account the MQT
using the following charts
Where
X is the peak-30 minute at check-in
S is the intermediate result
MQT is the maximum queuing time
17 adapted from [B19] 18 adapted from [B19]
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Figure 5.1. Intermediate results chart 1
Figure 5.2. Intermediate results chart 2
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C. Calculate the number of economy class (common use) check-in counters
#120PTci
CIY S = ×
(7.10)
Where
#CIY is the number of economy class check-in servers assuming common
use
PTci is the average processing time at check-in in seconds
D. Calculate the total number of check-in counters (including business class)
# # 20%CIJ CIY= × (7.11)
= +# # #CI CIY CIJ (7.12)
Where
#CI is the number of check-in servers including business class counters
assuming common use
#CIY is the number of economy class check-in servers assuming common
use
#CIJ is the number of business class check-in servers
E. Make adjustment for dedicated facilities
Due to the widely varying applications of dedicated facilities from airport to airport, it
is difficult to develop a general rule to account for the impact of dedicated facilities on
supply. Experience shows the total number of check-in positions should be increased
by 30 to 40% for dedicated facilities.
5.2.5 Connecting passenger transfer
Extracted from [B38]. There are virtually no analytical techniques intended to deal
specifically with passenger transfers. Assessment of this component of the landside
typically requires a direct estimation of transfer times by using assumptions about
passenger walking speeds, measured distances at the airport, and obstacles or aids
to movement. At some airports, the assessment may be appropriately conducted in
conjunction with the assessment of access or general circulation conditions.
The average time required for interline transfers at large hub airports (approximately
45 min for domestic and 75 min for international connections).
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5.2.6 Customs and immigration
Extracted from [B38]. The wait for immigration and customs inspections and the
crowding to which passengers may be subjected during these waits are the bases for
determining service levels and capacity. A peak period of 1 to 1.30 hours is usually
appropriate to observe the impact of multiple flight arrivals at most international
airports.
The number, size and load factor of arriving aircraft can be used to estimate
passenger loads at customs and immigration facilities.
Very little information on actual performance has been assembled, and the average
processing rate of 50 passengers per hour per agent suggested by FAA guidance
manual is cited in many publications. However, average inspection rates can
increase when conditions are crowded (in U.S. airports). Queues may grow very long
at some airports.
5.2.7 Gate hold room capacity
Extracted from [B19]. Space required for people seated or standing is different:
• Seated passengers: 1,7 m2
• Standing passengers: 1,2 m2
The occupancy rate is used to measure the level of service:
A B C D E
Maximum occupancy rate 40% 50% 65 % 80 % 95 %
Table 5.6. Level of service A to E in hold rooms
Note: 100% = maximum capacity
Design situation Space standard (ft 2/person)
IATA suggested breakdown level of service in hold
rooms [B19]
> 6,5 for more than 15 min
Table 5.7. Typical space standards used in planning and design
5.2.8 Passport control capacity
5.2.8.1 Estimation method
Extracted from [B19]. Passport control systems are similar to check-in systems. The
main criterion for determining the queue length for multiple queue systems is the
average distance between two individuals waiting in the same line (inter-person
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spacing). The comfort distance varies from person to person and from culture to
culture. IATA recommends using 0.8 to 0.9 meters . Less than 0.8 meters is possible,
but could conflict with other passengers or carry-on luggage.
Space requirements for a single queue at passport control are based on the space
standards shown in Table 5.8.
A B C D E
Passport control (m 2) 1,4 1,2 1,0 0,8 0,6
Table 5.8. Level of service for a single (bank) que ue at passport control
5.2.8.2 Passport control arrivals capacity
Arrival flights generate flows of terminating passengers and transfer passengers. The
demand of terminating passengers is concentrated over a short period of time,
whereas transfer passengers are processed at transfer desks or go directly to a
lounge or their connecting flights.
The number of terminating passengers and the sum of the number of exit doors from
all the flights during the peak hour are the key demand inputs. According to [B19], the
methodology to determine the number of passport control desks is:
A. Determine the intermediate result S, using the following charts
( )#
100
PHP doors used to exit the aircraftsX
×= (7.13)
Where
PHP is the terminating peak hour passengers
S is the intermediate result
MQT is the maximum queuing time
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Figure 5.3. Intermediate results chart 1
Figure 5.4. Intermediate results chart 2
B. Calculate the number of passport control desks required
#20
PTpcaPCD S = ×
(7.14)
Where
#PCD is the number of passport control desks
PTpca is the average processing time at passport control arrival in seconds
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C. Calculate the maximum of passenger queuing assuming a single queue
# 60#
MQT PCDMax Q
PTpca × ×=
(7.15)
Where
MQT is the maximum queuing time in minutes
#PCD is the number of passport control desks
PTpca is the average processing time at passport control arrival in seconds
5.2.8.3 Passport control departures capacity
Extracted from [B19]. The peak 10-minute number of passengers exiting check-in is
used to estimate the peak inbound demand at passport control departure.
The following procedure should be applied in order to determine the number of
passport control desks required for departing passengers:
A. Calculate the peak 10-minute check-in throughput
600 10 - min demand #CIY (1+%J)Peak ute
PTci = × ×
(7.16)
Where
#CIY is the number of economy class check-in servers assuming common
use
PTci is the average processing time at check-in in seconds
%J is the percentage of business class passengers
B. Calculate the number of passport control desks
# 10 - min 600
PTpcdPCD Peak ute demand from A = ×
(7.17)
Where
#PCD is the number of passport control desks
PTpcd is the average processing time at passport control in seconds
C. Calculate the maximum number of passenger queuing assuming a single
queue
# 60#
MQT PCDMax Q
PTpcd × ×=
(7.18)
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Where
MQT is the maximum queuing time in minutes
#PCD is the number of passport control desks
PTpcd is the average processing time at passport control in seconds
5.2.9 Parking capacity (vehicles)
5.2.9.1 Parking requirement planning curve
The following picture extracted from [B25], reflects the relationship between
passengers and parking places, and might be helpful to estimate capacity.
Figure 5.5. Estimated requirements for public parki ng at US airports
Given a number of available parking spaces, the implied range of acceptable
passenger loads may be estimated. Such relationships may be useful first indicators
of problems, but may not fit the specific conditions at a particular airport.
5.2.10 Terminal curb capacity
Extracted from [B38]. Analyses of the terminal curb sometimes use procedures
adapted from traffic engineering.
5.2.11 Waiting areas capacity
Extracted from [B38]. In analyzing the capacity of passenger waiting areas, service
levels are usually indicated by the ratio of the number of people in the area and the
size of that area. Targets for this ratio may vary with the time passengers wait for
boarding, but in many cases, only a space standard is stated.
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In most applications, estimation of passenger demand over time is necessary.
Observation and sample passenger counts are often used to make these estimates.
Mathematical queuing and simulation models to predict the arrival on enplaning
passengers at waiting areas before scheduled departure may also be used. But, as
said before, this will not be covered in this study.
IATA’s recommendations referred to the dimensions of this area are specified in the
following table:
Space (m 2/pax) Speed (m/s)
Airside – no carts 1,5 1,3
Public area after check-in – few carts 1,8 1,1
Departure before check-in – carts 2,3 0,9
Table 5.9. Space and speed for level of service C
5.2.12 Terminal circulation capacity
In general, the terminal circulation component may be considered a pedestrian
circulation problem and analyzed by using procedures and standards such as those
suggested in [B39]. The length of the passenger’s pathway, the passenger’s walking
speed, number of level changes, and the degree of interference the passenger
encounters along the way are key variables in the assessment.
The time spent traveling between curb and gate is the principal measure of service
level and a determinant of capacity. Number of level changes and how complicated
the pathway appears to the passenger may also affect service levels.
IATA’ recommends in the following table velocity that pedestrians should be able to
walk at with a satisfactory comfort:
Speed (m/s)
Airside – no carts 1,3
Public area after check-in – few carts 1,1
Departure before check-in – carts 0,9
Table 5.10. Speed for level of service C
5.3 Landside system as a whole
The components discussed in the preceding chapters are linked together is an airport
terminal into a total system through which passengers move to and from aircraft.
Small queues and short delays in each component, although individually well within
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tolerable ranges of performance, may still combine to produce a landside capacity
problem. The capacity of the landside system of a particular airport taken as a whole
is more difficult to assess than that of an individual component, but nevertheless it
can be done.
Individual components are linked together in parallel and in series defining the paths
passengers may take through the system. If all components are operating at their
maximum throughput rates, throughput of the terminal as a whole is determined by
the most constrained component in each independent parallel path.
Analyses of individual component capacity may fail to recognize important functional
linkages within the system. Analysts have tried to overcome this problem by
constructing simulations of the terminal as a whole. These models are typically
complex computer simulations, reflecting the complexity of the terminal landside
system. Similar results can in principle be achieved by linking separate component
models together, but interaction among components may then be poorly represented.
Anyway, the analysis done in this report will end at this point; no further simulation
modeling will be done.
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6 AIRPORT SURVEY AND DESCRIPTION
In this chapter, data research of three Catalan airports is presented, specifically,
Barcelona, Girona and Lleida airports are briefly described in their most
representative aspects.
Figure 6.1. Location and areas of influence of airp orts operating in Catalunya
[B1]
6.1 Barcelona–El Prat airport
Figure 6.2. Barcelona–El Prat airport [W13]
Perpignan
Isòcrones 120’
Lleida
Reus
Girona
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Barcelona Airport, also known as El Prat, is the main airport serving Barcelona,
Catalonia, Spain. The airport is the largest in Catalonia, Spain's second largest
behind Madrid Barajas Airport and a major European hub airport.
It is located 10 km southwest from the city centre of Barcelona, between the city
limits of El Prat de Llobregat, Viladecans and Sant Boi. It is just 3 km from the Port of
Barcelona, one of the most important ports in the Mediterranean for container traffic
and the leader in the cruise market.
Figure 6.3. Barcelona–El Prat airport [W8]
It is run by Aeropuertos Españoles y Navegación Aérea (AENA) – Spanish airports
and air traffic agency), a publicly owned body which manages 60 other major airports
in Spain and Latin America and which is responsible to the Spanish government via
the Ministry of Development.
The Barcelona-Madrid air shuttle service, known as the "Pont Aeri" (in Catalan),
literally "Air Bridge", is the world's busiest route. The schedule has been reduced
since February 2008, when a Madrid-Barcelona high-speed rail line was opened,
covering the distance in 2½ hours, and quickly became popular.
The airport has links to 50 European Union cities, 40 in other countries as well as 30
domestic destinations, and operates over 1,000 daily flights.
Coordinates 41° 17' 49" N; 2° 04' 02" E
Elevation (amsl 19) 3,8 m (12 ft)
IATA code BCN
ICAO code LEBL
19 See Annex 1
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Type of Operations Civil
Types of Traffic Domestic, International
Number of Airlines 78
Figure 6.4. Barcelona–El Prat New Control Tower [W8 ]
6.1.1 Runways
Barcelona airport has 3 takeoff and landing runways, two in parallel named 07L/25R
and 07R/25L (this last opened on 2004), and one crossed, the 02/20. Parallel runway
configuration allows independent instrumental operations, a key feature for hub
airports because represents a substantial increment on the number of operations.
The third runway is about 1.350 meters from 07L/25R runway, between La Ricarda
and El Remolar lagoons. This new runway respects both natural reserves.
07L-25R runway has been lengthened from 3.108 meters to 3.743 meters and
widened up to 60 meters, which now allows big airplanes to operate not only in
7R/25L runway, but also in this other one.
Runways
Name Length(m) Width(m) Approach Aids Surface PCN
07L/25R 3743 60 ILS Cat I concrete 086FAWT
7R/25L 2660 60 ILS Cat I asphalt 076FCWT
02/20 2745 45 PAPI asphalt 086FAWT
Table 6.1. Barcelona-El Prat airport runway descrip tion
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6.1.2 T1 Terminal building
In response to the projected increase in Spanish air traffic, the airport of Barcelona
started a major expansion program (called Plan Barcelona), the major upgrade since
a new terminal was built for 1992 when Barcelona hosted the Olympic Games.
The work undertaken for the expansion included several major construction projects.
The first of these was a six-gate extension to the airport's existing North Terminal,
followed by the construction of a new midfield terminal (T1 South terminal) designed
by Ricardo Bofill and a new air traffic control tower.
Figure 6.5. Barcelona–El Prat airport T1 Terminal [ W15]
The aircraft handling facilities were also upgraded, starting in with the construction of
a third runway (07R/25L) parallel to the current 07L-25R, an aircraft apron of
800,000m² and a system of taxiing strips. In addition, the project also required new
car parks and new service buildings for logistical, industrial and aircraft servicing
activities, as well as new hotels and security buildings.
In the other hand, the previous A, B, C terminals merged into one single terminal
called T2 with its respective modules A, B and C, whereas on landside the
construction of a new vehicle parking building has been carried out.
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Figure 6.6. Barcelona-El Prat airport future view [ W7]
A further satellite terminal, able to absorb traffic of 15 million passengers a year, is
now also included in the Master Plan with a completion date of 2012 (this will give the
airport a capacity of 70 million passengers a year). During the new expansion period
up to 2009 the airport is expected to expand in area from 8.45km² to 15.33km².
Figure 6.7. Barcelona-El Prat airport future satell ite. Artist’s impression
Surface s [m 2] [W8]
TERMINAL 544,066 PASSENGER ZONE - Waiting areas
Baggage claim
VIP rooms
Public areas
-
20,000
6,066
155,200
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Commercial area
Car rental offices
Office space
Shops and restaurants
VIP rooms and others
28,612
2,800
14,600
18,976
9,816
Business centre 2,583 Support areas 212,900 APRON 600,000 VEHICLE PARKING 34,500
Other [W8]
Check-in counters 166
Auto check-in counters 52
Information screens 256
Information desks 7 + 2 itinerants
Passenger assistance desks 14
Security control zones 3
Security control counters 28
Passport control zones 5
Passport control counters 52
Customs zones 3
Gates 99
Aircraft parking positions 74
Fingers 37
Carrousels 15
Boarding zones 6
VIP rooms 8
Shops 81
Bars & Restaurants 43
Table 6.2. Barcelona-El Prat airport T1 terminal in numbers
Figure 6.8. Barcelona–El Prat T1 floor plan [W8]
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Figure 6.9. Check-in Figure 6.10. Sky Cen tre
Figure 6.11. Intermodal Hall Figure 6.12. Baggage claim
Figure 6.13. Departures Figure 6.14. La Plaça
Figure 6.15. Arrivals
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Figure 6.16. Barcelona–El Prat T1 boarding / deboar ding areas [W8]
As said before, T1 has 102 gates, and accounts 5 boarding zones: A, B, C (situated
on the 1st floor), D and E (on the 3rd floor). A and D are on the north dike, B in the
longitudinal dike and C and E on the south dike.
Some A gates are exclusive for the BCN-MAD route (known as Corredor BCN-MAD);
the rest of A gates and D gates contain UE-UE Schengen and Non UE-UE Non
Schengen boardings; B gates accommodate UE Schengen boarding except in the
triangular zone (at the end of B module) where some doors are non-Schengen; C
gates are devoted to regional flights and E gates to UE Schengen.
Figure 6.17. Barcelona–El Prat T1 terminal 3 rd floor plan
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6.1.3 T2 Terminal building
Figure 6.18. Barcelona–El Prat T2 Terminal breakdow n [W7]
Module A gathers the most of flights belonging to foreign airlines.
Module B looks after the billing of national and foreign airlines integrated in the
Oneworld and Star Alliance and those maintaining commercial agreements with
them, such as Iberia, Air Europa, Spanair, British Airways o Lufthansa.
Module C houses the Iberia Air Shuttle and Iberia Regional Flights.
The boarding gates are grouped into 5 zones: A, B and C, which are on P2, and D
and E, which can be found on P3. Each module contains a certain group of gates
which are called M-0 (gates 1 to 8), M-1 (gates 10 to 19), M-2 (gates 20 to 29), M-3
(gates 30 to 39), M-4 (gates 40 to 49) and M-5 (gates 50 to 59).
Figure 6.19. Barcelona–El Prat T2 Terminal plan [W 8]
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Figure 6.20. Barcelona–El Prat T2A Terminal plan [ W8]
Figure 6.21. Barcelona–El Prat T2B Terminal plan [W 8]
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Figure 6.22. Barcelona–El Prat T2C Terminal plan [W 8]
Terminal T2A Terminal T2B Terminal T2C
Terminal [m2] 2,200
Check-in counters 36 109 24
Auto check-in counters 0 7 0
Information desks 5 5 1
Passenger assistance desks 1 9 1
Security control zones 1 2 2
Security control counters 4 10 6
Passport control zones 5 2 0
Passport control counters 19 2 0
Customs zones 1 1 0
Gates 20 20 19
Fingers 12 12 6
Carrousels 8 9 4
Boarding zones 2 2 2
VIP rooms 0 0 1
Shops 20 35 4
Bars & Restaurants 6 13 5
Table 6.3. Barcelona-El Prat airport T2 terminal in numbers [W8]
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Figure 6.23. Barcelona–El Prat airport T2 Terminal [W8]
Figure 6.24. Barcelona–El Prat airport T2A Terminal [W8]
Figure 6.25. Barcelona–El Prat airport T2B Terminal [W8]
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Figure 6.26. Barcelona–El Prat airport T2C Terminal [W8]
6.1.4 Corporate Aviation Terminal building
Corporate aviation has a high number of business and company travellers, which
provides added value to the airport and the cities around it.
The total surface area of the terminal is 2,118 m2. On the ground floor are the waiting
rooms, the VIP lounges and the public areas; on the upper floor there are the
meeting rooms and company offices. It is open 24 hours a day, 365 days a year.
It is situated opposite the corporate aviation apron which has capacity for 26 places.
It offers the following facilities and comforts, among others:
• It takes 7 minutes to get from the Terminal car park to the aircraft.
• The Commercial Aviation Terminal is 7 minutes away.
• Passport control and security in the same terminal.
• VIP lounges.
• The facilities on the apron ensure quick, safe operation.
Figure 6.27. Barcelona–El Prat corporate aviation t erminal plan [W8]
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Barcelona airport currently has 26 corporate aviation spaces, which are used by the
following companies: CNAir, Gestair, Universal Jet, Bks, Punto Fa, Corporate Jets,
Bcn Jets and Executive Airlines.
Figure 6.28. Barcelona–El Prat airport Corporative Aviation Terminal [W8]
Surfaces [m 2] [W8]
Terminal 2,118
Other [W8]
Check-in 0
Auto check-in machines 0
Information desks 1
Security controls 1
Passport control 0
Customs zones 0
Gates 1
Fingers 0
Carrousels 0
Boarding zones 1
VIP rooms 2
Shops 0
Bars & Restaurants 0
Table 6.4. Barcelona-El Prat airport corporate avia tion terminal in numbers
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6.1.5 Accesses
6.1.5.1 Car / Bus / Taxi
Figure 6.29. T2 parking areas [W8]
Entrance
Exit
Payment machines
Car hire Parking offices and information
The Barcelona airport T2 terminal has 11,911 parking spaces, 2,009 of which are
located in the parking building connected to T2C Terminal by an airbridge, and 2,600
more are found in the car park located across from T2A Terminal, which is also
connected by an elevated corridor.
Due to T1 terminal construction, the inter-modal nature of the airport has been
emphasised by being remodelled around the current road access, extending it to the
new intra-runway terminal, at the same time as introducing new accesses to the
industrial, logistics and service areas.
The new wave / curve roof T1 terminal has been designed to be based towards
public transport although there will also be substantial facility for cars with a 12,000
space car park, 9,400 are situated in two 9 floor buildings in front of the terminal and
are covered and the 1,600 left are outdoor spaces over the surface. Also, over 2,300
spaces are dedicated to employees, 1,015 for long stages and 1,000 to VIP and
contingency. The car park is divided into 7 modules (A, B, C, D, E, F and G).
Moreover, T1 has an exclusive cycle lane for cyclists.
Regarding taxi stops, there are be two passenger loading zones: one, the principal,
at the exit of the processor building, with capacity for 250 taxis waiting and 24 picking
up passengers simultaneously, and another in the north dam to service the Pont Aeri
Madrid-Barcelona, with capacity for 200 taxis waiting and 12 picking up passengers.
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The supply of bus stops and parking of coaches is multiplied by 3 to 60 places of
contact with or proximity to the passenger terminals thanks to the construction of the
new terminal T1. Both arrival (0th floor) and departure (3rd floor) lanes will stop regular
city and intercity buses (L-77, PR1, line 46, N-17), regional lines (Directbus, Business
Plan, Mon-Bus, Alsa, Novatel Autocars) and the Aerobus.
6.1.5.2 Train
The airport is also currently accessible by RENFE commuter train on the C10 line,
which runs from Estació de França, with a major stop at Sants train station, providing
transfer to the Barcelona Metro system.
Railroads had also been greatly enhanced with the construction of railway stations in
each of the terminals and suburban and metro branches connected directly to the
airport with the city, the metropolitan public transport networks and the future TGV
station in Prat de Llobregat.
6.1.6 Airport numbers
Traffic (in millions) 2008 [W8] 2007 2006 2005 2004
Domestic passenger 15.158 14.370 13.368 11.853
International passenger 17.550 15.466 13.574 12.511
Terminal passengers 32.708 29.836 26.941 24.364
Transit passengers 0.086 0.165 0.180 0.187
Total passengers 30.272 32.795 30.001 27.122 24.551
Table 6.5. Traffic of passengers in Barcelona-El Pr at airport [W9]
Freight (in thousands) 2008 [W8] 2007 2006 2005 2004
Domestic freight 16.1 20.2 22.5 23.9
International freight 80.6 73.2 67.7 61.1
Total freight 103.9 96.8 93.4 90.2 85.0
Mail 3.6 5.6 7.0 6.4
Table 6.6. Freight in Barcelona-El Prat airport [W9 ]
Aircraft Movements 2008 [W8] 2007 2006 2005 2004
Total commercial 349,45 324,104 304,570 287,956
Other 3,039 3,546 3,228 3,413
Total movements 321,693 352,489 327,650 307,79 291,369
Table 6.7. Aircraft movements in Barcelona-El Prat airport [W9]
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6.2 Girona–Costa Brava airport
Figure 6.30. Girona–Costa Brava airport [W6]
Girona-Costa Brava Airport is an airport located 12 km south of the city of Girona,
next to the small village of Vilobí d'Onyar, in the north-east of Catalonia, Spain. It is
well connected to the Costa Brava, Barcelona and the Pyrenees.
The airport was built in 1965, but passenger traffic was modest. The early 2000s saw
passenger numbers grow spectacularly after Ryanair chose Girona as one of its
European hubs. In 1993, Girona Airport dealt with only 275,000 passengers; but in
the last six years the number of passengers increased ten times from 557,000 in
2002 to 5,507,000 in 2008.
Figure 6.31. Girona–Costa Brava airport [W6]
Girona Airport is also run by AENA (like Barcelona – El Prat), and at present, is in the
9th position of Aena’s airports list regarding passenger traffic, while for cargo traffic
and operations occupies positions 16 and 23 respectively. The profile of its
passenger traffic is mainly tourism, with a predominance of regular traffic of airlines
with destinations within the European Union.
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It is an airport in a competitive environment, with four international airports in the
vicinity20 (provided that Lleida Airport will begin to operate in 2009/2010). The airports
of Reus and Perpignan compete with Girona in attracting leisure passengers on low
cost flights. Passengers who meet this profile generally do not have inconvenient to
travel long distances to reach an airport if, in the other hand, flights have cheap
fares.
Many people use Girona Airport as an alternative airport for Barcelona, though the
airport is 85 km north of Barcelona. Passengers can transfer to Barcelona by bus or
taxi from the airport or by train from Girona railway station.
The majority of regular routes operated from Girona Airport are international with
destinations to EU.
Figure 6.32. Girona–Costa Brava airport main destin ations [W8]
Coordinates 41°54 ′00″N 2°46 ′00″E
Elevation (amsl) 142 m (465.8 ft)
IATA code GRO
ICAO code LEGE
Type of Operations Civil
20 See Figure 6.1
Pescara
Bologna
Trapani
Marrakech
Oslo
Oporto
Wroclaw
Alghero
Billund
Bremen
Cagliari
Eindhoven
Estocolmo
Birmingham
Doncaster
Granada
Florència
Glasgow
Newcastle
Dublin
Karlsruhe
Leeds
Linz
Liverpool
London
Madrid
Malta
Manchester
Milà
New quay
NiederrheinBournemouth
Nottingham
París
PoznanFrankfurt
Fez
Maastricht
RomaGirona
Shannon
Bristol
Blackpool
Eivissa
VenetiaTurí
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Types of Traffic Domestic, International
Number of Airlines 6
Figure 6.33. Girona–Costa Brava Control Tower [W8]
6.2.1 Runways
Girona’s airfield has two exit taxiways, one of them high-speed or rapid-exit taxiway,
and taxiway running parallel to the runway that serves both headers.
Figure 6.34. Girona–Costa Brava Airfield [W8]
Runways
Name Length(m) Width(m) Surface ILS PCN
20/02 2400 45 asphalt YES 079FDWT
Table 6.8. Girona-Costa Brava airport runway descri ption
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6.2.2 Terminal building
Girona Airport has a single terminal with the ground floor dedicated to departures and
baggage collection and the top floor dedicated to boarding.
For arrival flows, the airport has two arrivals halls (one for flights from the European
Union and countries of the Schengen agreement and another one dedicated to flights
from outside the European Union or non-Schengen countries).
Figure 6.35. Girona–Costa Brava airport Terminal [W 8]
Surfaces [m 2] [B1]
TERMINAL 22,557
PASSENGER ZONE 15,492
Toilettes, stairs and others 1,022
Waiting areas
Departures hall
Baggage claim
Arrivals hall
Boarding areas
10,652
1,601
1,686
990
6,375
Passage areas
Security control
Passport control
1,218
496
722
Commercial area 2,600
APRON 235,000
CONTROL TOWER 150
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Other [W8]
Check-in counters 33
Auto check-in counters 0
Information desks 2
Passenger assistance desks 3
Security control zones 4
Security control counters 5
Passport control zones 1
Passport control counters 5
Customs zones 1
Gates 9
Aircraft parking positions 50
Commercial aircraft parking positions 17
Fingers 0
Carrousels 3 (one of them double)
Boarding zones 2
Shops 5
Bars & Restaurants 6
Table 6.9. Girona–Costa Brava airport terminal in n umbers
Figure 6.36. Girona–Costa Brava airport 0 th floor terminal plan [W8]
Figure 6.37. Girona–Costa Brava airport 1 st floor terminal plan [W8]
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6.2.3 Accesses
Girona’s airport currently has 3,800 parking spaces approximately, 46 of them
adapted for handicapped, 2,400 for cars and 35 for buses, distributed in three
buildings, called P1-A, P1, and P2-B.
6.2.4 Airport numbers
Traffic (in millions) 2008 [W8] 2007 2006 2005 2004
Domestic passenger 0.236 0.005 0.003 0.002
International passenger 4.593 3.586 3.511 2.941
Terminal passengers 4.829 3.591 3.514 2.944
Transit passengers 0.001 0.002 0.002 0.004
Total passengers 5.551 4.830 3.593 3.517 2.948
Table 6.10. Traffic of passengers in Girona-Costa B rava airport [W9]
Freight (in thousands) 2008 [W8] 2007 2006 2005 2004
Domestic freight - - - - -
International freight 0.2 0.5 0.2 0.1
Total freight 0.18 0.2 0.5 0.2 0.1
Mail - - - - -
Table 6.11. Freight in Girona-Costa Brava airport [ W9]
Aircraft Movements 2008 [W8] 2007 2006 2005 2004
Total commercial 36,252 24,883 24,319 20,633
Other 9,030 8,556 7,800 8,035
Total movements 49,926 45,282 33,439 32,119 28,668
Table 6.12. Aircraft movements in Girona-Costa Brav a airport [W9]
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6.3 Lleida–Alguaire airport
Figure 6.38. Lleida–Alguaire airport [W14]
Lleida-Alguaire is an airport under construction which will provide services mainly in
the city of Lleida and the nearby regions. The new infrastructure will be regional, this
means, it will cover any European distance in a similar way to the airport of Reus and
Girona. Works began in the summer of 2007 and is expected to be completed during
the second half of 2009, opening its services from November 2009 on.
Figure 6.39. Lleida–Alguaire airport [W11]
The location of the airport is in Alguaire, in El Segrià region, close to Lleida, aiming at
creating in the western regional area an airport to serve both passengers and the
logistics.
The construction of this project is assured by the Government of Catalunya, the first
airport in Spain built by a government and not managed by AENA. On the other
hand, it will be operated by a public-private mixture:
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• Management will be carried out by Aeroports de Catalunya (Catalonia
Airports), a public company promoted by the Catalan government and
attached to the Ministry of Town and Country Planning and Public Works
• Operational control will be provided by the air controllers of AENA, like the
rest of Spanish infrastructures, since today is the only authorized organization
competent in aspects of air navigation throughout the state
Some airlines have already shown interest in operating from Lleida, as is the case of
Ryanair, Air Berlin, Easyjet and Vueling. If Lleida can offer an attractive range of
routes and destinations, the new airport will have potential to attract travelers from
the provinces of Barcelona and Lleida. This way, Lleida’s airport could become a
strong competitor for Girona when capturing passengers from low cost airlines that
want to offer flights from the area.
Coordinates 41° 43 ′ 40″ N, 0° 32 ′ 09″ E
Elevation (amsl 21) 350 m (1148.3 ft)
IATA code n/a
ICAO code n/a
Type of Operations Civil
Types of Traffic n/a
Number of Airlines n/a
Figure 6.40. Lleida–Alguaire Control Tower [W11]
21 See Annex 1
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6.3.1 Runways
The technical features of the airport will allow the landing of aircraft such as Airbus
A320, A321 and Boeing 737, each of those carrying an average of 150 passengers;
or regional-type aircraft with capacity of 70 or 80 seats.
The aircraft parking area will be able to contain the following combinations of aircraft:
• 6 regional aircraft type (ATR -72)
• 4 regional (ATR-72) and 2 Airbus aircraft type
• 5 regional (ATR-72) and 1 Airbus (A320 or A 321) aircraft type
Runways
Name Length(m) Width(m) Surface ILS
20/02 2500 45 asphalt YES
Table 6.13. Lleida–Alguaire airport runway descript ion
6.3.2 Terminal building
A temporary terminal has been build to bring the airport into operation this year,
before the private manager has finally built the terminal. This is a temporary terminal
building of 804 m2 to serve passengers and their baggage handling. The horizontal
developed building will incorporate the technical and personal services module, the
lobby module and restaurants.
Figure 6.41. Lleida–Alguaire airport Terminal outsi de view (virtual recreation)
[W11]
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Figure 6.42. Lleida–Alguaire airport Terminal insid e view (virtual recreation)
[W12]
Surfaces [m 2]22
TERMINAL 3,200
PASSENGER ZONE -
Waiting areas
Departures hall
Baggage claim
Arrivals hall
Boarding areas
450
448
350
280
530
APRON 33,000
CONTROL TOWER 300
TECHNICAL BLOCK 1000
Other
Check-in counters 8
Passenger assistance desks 4
Security control zones 1
Security control counters 3
Passport control zones 2
Passport control counters 2
Customs zones 1
Aircraft parking positions 6
Fingers 0
Carrousels 2
Boarding zones 1
Table 6.14. Lleida-Alguaire airport terminal in num bers [B16]
22 Dimension values according to Phase I
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Figure 6.43. Lleida–Alguaire airport terminal build ing 1 st floor terminal plan
[B16]
Figure 6.44. Lleida–Alguaire airport terminal build ing 2 nd floor terminal plan
[B16]
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6.3.3 Accesses
The parking in front of the terminal building has storage for 240 vehicles.
It is scheduled to integrate the airport with the main road network by connecting both
the current road Lleida - Val d'Aran (N-230) and the future A-14, to be replaced
functionally as a highway connecting Lleida, l’Alt Pirineu and Aran.
It is also scheduled the construction of a new rail access to Alguaire, with a
connection line linked to the current line Lleida-Almacelles and TGV.
Figure 6.45. Lleida–Alguaire airport accesses [W14]
6.3.4 Airport numbers
The objective, during the first year of operation, is to reach traffic of 75,000
passengers by operating 16 flights per day (2 flights per hour) and is expected to
grow to 385,000 in the 10th year. It is clear that the development of the Airport Lleida
will largely depend on the common effort between the manager of the airport and the
administration to encourage the creation of routes and the growth of traffic.
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7 RUNWAY CAPACITY ASSESSMENT (INDEPENDENT)
1. Select the runway-use configuration which best represents the use of the
airport during the hour of interest.
Now the runway-use configuration which best represents the use of the airport during
the hour of interest is Diagram n. 9.
2. Select the figure number for capacity
3. Determine the percentage of Class C and D aircraft operating on the runway
component and calculate the mix index
The mix index is exactly the same as for segregated mode as we do the assessment
for the same demand.
MIX INDEX
Mix index 2009 108,43
4. Determine percent arrivals (PA)
Again, PA is the same as for segregated mode:
5. Determine hourly capacity base from graph (C*)
%PA 46,67
Hourly capacity base (C*)
IFR conditions
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6. Determine the touch and go factor (T)
7. Determine the location of exit taxiways and determine the exit factor (E)
In this case we will consider Eastern Configuration on both runways, this is to say,
landings coming from Gavà Mar. The exit range is the same as the mix index it is so:
Touch and go factor (T)
IFR conditions
1
N
07L/25R 07R/25L
2
Exit factor (E)
IFR conditions
07L/25R 07R/25L
0.92
EXIT
333.7 m
EXIT
RANGE
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8. Calculate the hourly capacity of the runway component with = ⋅ ⋅*C C T E
Current runway capacity [ops/hour]
IFR conditions
07L/25R 07R/25L
93
In this case we see that independent operations bring a huge increment of the
capacity
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8 AIRCRAFT APPEARING IN THIS REPORT
8.1 A-300
Cockpit crew Two
Manufacturer Airbus
Passengers 266 (2-Class)
Fuselage length 54.08 m
Height 16.62 m
Wingspan 44.85 m
Fuselage width 5.28 m
Operating empty weight 90,900 kg
Maximum take-off weight 171,700 kg
Typical cruise speed mach 0.78
Max cruise speed mach 0.82
Max range, loaded 7,540 km
Maximum fuel capacity 68,150 litres
Takeoff run on MTOW 2,324 m
Service ceiling 35000 ft
Number of engines 2
Engine model CF6-80C2 or PW4158
Table 8.1. A-300-600R specifications [W3]
Figure 8.1. Airbus A-300
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8.2 B-727
Cockpit crew Three
Manufacturer Boeing
Max seating capacity 189
Fuselage length 46.7 m
Height 16.62 m
Wingspan 44.85 m
Tail height 10.3 m
Zero fuel weight 45,360 kg
Maximum take-off weight 95,028 kg
Typical cruise speed 0.81 Mach
Max cruise speed 0.90 Mach
Max range, loaded 4450 km
Takeoff run on MTOW 1,768 m
Max. fuel capacity 37,020 L
Service ceiling 35000 ft
Number of engines 3
Engine model P&W JT8D-7, -17R&S
Table 8.2. B727-200 specifications [W3]
Figure 8.2. Airbus A-300
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8.3 B-747
Cockpit crew Two
Manufacturer Boeing
Passengers 524 (2nd class) 416 (3rd class)
Fuselage length 70.6 m
Height
Wingspan 64.4 m
Fuselage width
Tail height 19.4 m
Operating empty weight 178,756 kg
Maximum take-off weight 396,890 kg
Typical cruise speed Mach 0.85
Max cruise speed Mach 0.92
Max range, loaded 13,450 km
Maximum fuel capacity 216,840 L
Takeoff run on MTOW 3,018 m
Service ceiling 45000 ft
Number of engines 4
Engine model
PW 4062
GE CF6-80C2B5F
RR RB211-524G/H
Engine thrust
PW 282 kN
GE 276 kN
RR 265/270 kN
Table 8.3. B747-400 specifications [W3]
Figure 8.3. Airbus A-300
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8.4 B-767
Cockpit crew Two
Manufacturer Boeing
Passengers 218 (3rd class) 269 (2nd class) 350 (1st class)
Fuselage length 54.9 m
Height
Wingspan 47.6 m
Fuselage width 5.03 m
Fuselage height 5.41 m
Cabin width (interior) 4.72 m
Operating empty weight 86,070 kg
Maximum take-off weight 158,760 kg
Typical cruise speed Mach 0.80
Max cruise speed Mach 0.86
Max range, loaded 7,300 km
Maximum fuel capacity
Takeoff run on MTOW 2,410 m
Service ceiling 11.887 m
Number of engines 2
Engine model P&W JT9D-7R4
Engine thrust PW 220 kN
Table 8.4. B767-300 specifications [W3]
Figure 8.4. B767
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8.5 DC-9
Manufacturer MC Donnell Douglas
Passengers 115 (1st class)
Fuselage length 36.37 m
Wingspan 28.47 m
Tail height 8.38 m
Maximum take-off weight 49,900 kg
Typical cruise speed 570 mph
Max range, loaded 3,030 km
Service ceiling 37,000 feet
Number of engines 2
Engine model Pratt & Whitney JT8D-7, -9, -11 or -15
Engine thrust 68.9 kN
Table 8.5. DC-9-30 specifications [W3]
Figure 8.5. DC-9-30
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8.6 DC-10
Cockpit crew Three
Manufacturer Mc Donnell Douglas
Passengers 380 (1st class), 250 (2nd class)
Fuselage length 51.97 m
Height 17.7 m
Wingspan 50.4 m
Fuselage width 6.02 m
Fuselage height 6.02 m
Operating empty weight 120,742 kg
Maximum take-off weight 259,459 kg
Typical cruise speed Mach 0.82
Max cruise speed Mach 0.88
Max range, loaded 10,010 km (medium to long)
Maximum fuel capacity 138,720 L
Takeoff run on MTOW 2,847 m
Service ceiling 12,802 m
Number of engines 3
Engine model GE CF6-50C
Engine thrust 226.9 kN
Table 8.6. DC-10-30 specifications [W3]
Figure 8.6. DC-10
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8.7 Gulfstream II
Cockpit crew 2
Manufacturer Gulfstream Aerospace
Passengers 19 (maximum certified)
Fuselage length 24.36 m
Wingspan 20.98 m
Fuselage height 7.47 m
Operating empty weight 16.576 kg
Maximum take-off weight 29,711 kg
Typical cruise speed 483 mph
Max cruise speed Mach 0.85
Max range, loaded 6,635 km
Service ceiling 45,000 ft
Number of engines 2
Engine model Rolls-Royce Spey 511-8 turbofan
Engine thrust 51 kN
Table 8.7. Gulfstream II specifications [W3]
Figure 8.7. Gulfstream II
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8.8 L-1011
Cockpit crew Three
Manufacturer Lockheed
Passengers 263 (3rd class)
Fuselage length 54.2 m
Height 16.9 m
Wingspan 47.3 m
Fuselage width 5.7 m
Operating empty weight 105,100 kg
Maximum take-off weight 211,000 kg
Typical cruise speed Mach 0.86 normal cruise /
Mach 0.84 long range cruise
Max cruise speed Mach 0.90
Max range, loaded 7,420 km
Service ceiling 11,000 m
Number of engines 3
Engine model (x 3) Rolls-Royce RB.211-524B
Table 8.8. L-1011-200 specifications [W3]
Figure 8.8. Delta Airlines L-1011
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9 REFERENCES
9.1 Bibliography
[B1]. Advanced Logistics Group (ALG), Servicios y Procesos Aeroportuarios, parte
II, 2001
[B2]. AENA, Plan Director del Aeropuerto de Girona, Madrid: Ministerio de
Fomento, Junio 2006
[B3]. Air Transport Association of America, Airline Aircraft Gates and Passenger
Terminal Space Aproximations, AD/SC Report 4, Washington, D.C: The
Association, July 1977
[B4]. Ashford, N. and Wright, P.H., Airport Engineering, New York: Wiley and Sons,
1979
[B5]. Belshe, R.D., A Study of Airport Terminal Gate Utilization, Graduate Report,
Berkeley: Institute of Transportation and Traffic Engineering, University of
California, August 1971
[B6]. EUROCONTROL, Constraints to Growth, vol. 1 and 2, The Administration,
2001
[B7]. EUROCONTROL, Challenges to Growth 2004 Report (CTG04), 1st ed, The
Administration, 2004
[B8]. EUROCONTROL, Challenges of Growth 2008 Summary Report, The
Administration, 2008
[B9]. EUROCONTROL, Airport CDM Cost Benefit Analysis, ed 1.4, The
Adminsitration, 11/04/2008
[B10]. Federal Aviation Administration (FAA), Airport Capacity and Delay (AC
150/5060-5), rev. ed., 1983
[B11]. Federal Aviation Administration (FAA), The Apron and Terminal Building
Planning Manual (FAA-RD-75-191), US Department of Transportation,
undated
[B12]. Federal Aviation Administration (FAA), Techniques for Determining Airport
Airside Capacity and Delay (FAA-RD-74-124), rev. ed. Springfield, Virginia:
National Technical Information Service, 1976
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[B13]. Federal Aviation Administration (FAA), Planning and Design Considerations
for Airport Terminal Building Development (AC 150/5060-7A), US Department
of Transportation, undated
[B14]. Federal Aviation Administration (FAA), Planning and Design Considerations
for Airport Terminal Facilities (AC 150/5360-13), US Department of
Transportation, undated
[B15]. García Cruzado, M, Ingeniería Aeroportuaria, 3rd ed. Madrid: Aula
Documental de Investigación, 2006
[B16]. Generalitat de Catalunya, Pla Director de l’Aeroport de Lleida – Alguaire,
Barcelona
[B17]. Guidelines for Airport Capacity / Demand Management, Airport Associations
Coordinating Council, Geneva, Switzerland, and International Air Transport
Association, Montseral, Canada, November 1981
[B18]. INDRA, CDM for pre-departure sequence optimization
[B19]. International Air Transport Association (IATA), Airport Development
Reference Manual, 9th ed. Montreal, Quebec, Canada: The Association, 2004
[B20]. International Civil Aviation Organization (ICAO), Gestión del Tránsito Aéreo
(Doc 4444-ATM/501), 15th ed. Montreal: The Organization, 2007
[B21]. International Civil Aviation Organization (ICAO), Manual de Planificación de
Aeropuertos (Doc 9184-AN/902), Parte 1: Planificación General, 2nd ed.
Montreal: The Organization, 1987
[B22]. Jacobs, M., Skinner, R.E., Jr., and Lemer, A., Transit Project Planning
Guidance: Estimation of Transit Supply Parameters (Report UMTA-MA-09-
9015-85-01), Cambridge, Mass.: Transportation Systems Centre, October
1984
[B23]. McKelvey, F.X, Palm Beach International Airport: Interim Airport Operating
and Use Plan, Circinnati, Ohio: Aviation Planning Associates, 1984
[B24]. McKelvey, F.X. and Horonjeff, R., Planning and Design of Airports, 3rd ed.,
New York: McGrawHill, 1983
[B25]. Neufville, R. de, Airport Airside Capacity and Delay – A Critical Look at
Methods and Experience, London: Macmillan Press, 1976
[B26]. Nacho Cruz, SESAR Background, INDRA, 14 May 2009 [PPT]
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[B27]. Panero, J. and Zelnick, M., Human Dimensions and Interior Space: A Source
Book of Design Reference Standards, New York: Whitney Library of Design,
1979
[B28]. Ralph M. Parsons Company. The Apron and Terminal Building Planning
Report (FAA-RD-75-191), US Department of Transportation, July 1975
[B29]. SESAR Consortium, Air Transport Framework Current Situation D1, July
2006
[B30]. SESAR Consortium, The Performance Target D2, December 2006
[B31]. SESAR Consortium, The ATM Target Concept D3, September 2007
[B32]. SESAR Consortium, The ATM Deployment Sequence D4, January 2008
[B33]. SESAR Consortium, European ATM Master Plan D5, March 2009
[B34]. SESAR Consortium, Work Programme for 2008-2013 D6, April 2008
[B35]. Tilles, R., Curb Space at Airport Terminals. Traffic Quarterly, October 1973
[B36]. Trani, Antonio A., Aircraft Classifications [PPT]
[B37]. Transport Canada, Air Terminal Systems Capacity / Demand Study –
Vancouver International Airport, Ottawa, Ontario, August 1986
[B38]. Transportation Research Board (TRB), Measuring Airport Landside Capacity,
Washington, D.C, 1987
[B39]. Transportation Research Board (TRB), Special Report 209: Highway Capacity
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[B40]. Whitlock, E.M., LaMagna, F. and Mandle, P., Collection of Calibration and
alidation Data for an Airport Landside Dynamic Simulation Model (Report
TSC-FAA-80-3), U.S. Department of Transportation, April 1980
[B41]. Whitlock, E.M., LaMagna, F., and Mirsky, H.M., Ground Transportation
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9.2 Web
[W1]. www.sesarju.eu
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[W2]. www.eurocontrol.int/sesar
[W3]. www.wikipedia.org
[W4]. www.iata.org/index.htm
[W5]. www.icao.int
[W6]. www.google.es
[W7]. www.castelldefels.com
[W8]. www.aena.es
[W9]. www.rati.com
[W10]. www.airport-technology.com
[W11]. http://www10.gencat.cat
[W12]. www.aeroportlleida.cat
[W13]. www.barcelona-guide.info
[W14]. www.aeroportlleidaalguaire.com
[W15]. http://bloginfax.com
[W16]. www.fomento.es
[W17]. https://www.atmmasterplan.eu
9.3 Software
[S1]. SESAR EP3 Information Navigator [http://www.episode3.aero], Freeware, 17
February 2009
[S2]. SESAR EP3 Information Navigator [http://www.episode3.aero], Freeware, 23
July 2009
[S3]. Google Earth [http://earth.google.es/], Freeware, 20 August 2007
www.alg-global.com
www.indra.es
A D V A N C E D L O G I S T I C S G R O U PA D V A N C E D L O G I S T I C S G R O U P
