دانلود رایگان مقاله تفاوت بین فرودگاه مرکزی و غیر مرکزی چشم انداز ظرفیت پروازی

abstract

Airport airside capacity is limited by the runway system capacity or apron capacity, whichever is more constraining. Sometimes, taxiway system can also impose constraint to airside capacity, but in the case of fully developed taxiway systems (involving parallel taxiway, high speed exits, etc.) that is usually not an issue. To determine which airside element is more constraining it is not always as simple as comparing runway system and apron capacities directly one to another. It is important to understand and take into consideration their relationship. Runway-apron relationship depends on demand characteristics e.g. dominant market segments (e.g. scheduled, charter, low-cost, general aviation, cargo), and/or specific traffic patterns (hubbing or point-to-point services, seasonality in demand, etc.). The paper brings up the issue of available airside capacity under different traffic characteristics, faced by hubs vs. non-hub airports, and the necessity to understand runway-apron interdependency in order to properly identify the bottleneck on the airside. Referring to earlier findings related to apron capacity analysis, the paper summarizes various factors that affect apron capacity at non-hub and hub airports and uses them to define the runway-apron relationship, as well as its role in the process of analyzing airside capacity under various demand characteristics. The main finding is that functional relationship between the runway system and aprons is much stronger in the case of hub airports, and should be carefully considered when analyzing airside capacity. Besides runway capacity, few other variables that affect apron capacity at hub airports are discussed. Generic examples are used to support the discussion.

4. Conclusion

The aim of this paper is to show the importance of understanding the impact of traffic characteristics, faced by hubs vs. nonhub airports, on overall airside capacity. The main finding is that the functional relationship between the runway system and apron/ gate area is much stronger in the case of hub airports, and should be carefully considered in order to properly identify the bottleneck on the airside. Depending on the type of traffic and constraining factors, apron capacity may or may not react to changes in runway capacity. Apron capacity at hub airports changes along with runway capacity (Table 2), which requires the two to be observed as a system in the process of airside capacity analysis. Observing them separately (common approach) is applicable only in the case of O/D airports. Such an approach could even lead to the incorrect conclusion regarding the overall airside capacity at hub airports.