Airport Apron Roundabout Operational Concept and Capacity - - PowerPoint PPT Presentation

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Airport Apron Roundabout Operational Concept and Capacity - - PowerPoint PPT Presentation

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6 th International Conference on Research in Air Transportation Istanbul Technical University, Turkey May 26-30, 2014 Airport Apron Roundabout Operational Concept and Capacity Evaluation Concept and Capacity Evaluation Bojana Mirkovic,

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Airport Apron Roundabout – Operational Concept and Capacity Evaluation

6th International Conference on Research in Air Transportation Istanbul Technical University, Turkey May 26-30, 2014

Concept and Capacity Evaluation

Bojana Mirkovic, Vojin Tosic

Division of Airports and Air Traffic Safety University of Belgrade - Faculty of Transport and Traffic Engineering

Peter Kanzler, Michael Hoehenberger

Apron Control; Operations Planning Munich Airport International

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SLIDE 2

Background

29.5.2014 6th ICRAT - Istanbul Technical University, Turkey 2

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SLIDE 3

Background

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SLIDE 4

Background

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SLIDE 5

Background

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SLIDE 6

Background

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Initially planned conventional intersection Roundabout – preliminary design

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SLIDE 7

Background

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Only lines in use with adopted directions!

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SLIDE 8

Background

  • 1st stage in the overall

evaluation process – Capacity evaluation The aim:

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  • The aim:

to examine the performance of the roundabout in the MUC environment and to compare it to the conventional intersection under the same operating conditions

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SLIDE 9

Background

  • 1st stage in the overall

evaluation process – Capacity evaluation The aim:

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  • The aim:

to examine the performance of the roundabout in the MUC environment and to compare it to the conventional intersection under the same operating conditions

Roundabout simulation model Analytical model for taxiway intersection capacity estimation

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Roundabout Operations Model

  • Exemption from general practice
  • “Visual observations to estimate the respective relative positions”
  • Separation

– Small a/c: A, B and C; Large a/c: D, E and F (ICAO code letters) – Small a/c: A, B and C; Large a/c: D, E and F (ICAO code letters) – Nose-to-nose separation:

  • 100m (40+60) if leading a/c is small;
  • 190m (70+120) if leading a/c is large
  • General rule for roundabout operations

aircraft is allowed to enter the intersection if precisely defined restricted sections are unoccupied by other aircraft. FCFS applies on the entrance!

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  • Restricted sections:

– In front, Behind and Other

  • Depend on a/c path (entry and

exit point) and a/c type

  • Defined for 24 origin/

Roundabout Operations Model

  • Defined for 24 origin/

destination/a/c type case

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EXAMPLE: West-North-small a/c

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Roundabout Operations Model

  • Restricted sections:

– In front, Behind and Other

  • Depend on a/c path (entry and

exit point) and a/c type

  • Defined for 24 origin/

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  • Defined for 24 origin/

destination/a/c type case

  • Boundary points
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  • Restricted sections:

– In front, Behind and Other

  • Depend on a/c path (entry and

exit point) and a/c type

  • Defined for 24 origin/

Roundabout Operations Model

  • Defined for 24 origin/

destination/a/c type case

  • Boundary points
  • Independent paths

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Roundabout Operations Model

Restricted sections and independent paths for all 24 O/D/a/c type cases

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EXAMPLE: West-North-small a/c

Roundabout ops model

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Roundabout Simulation Model

  • Simulation model (Flexsim 3.02)

– Roundabout operations model – Saturation conditions, FCFS

  • Input data:

– Traffic O/D matrices: outbound and inbound (transposed) peak – Fleet mix: 90/10 and 80/20 share of small/large a/c – Taxiing speed: 20km/h

  • Scenarios: 1. Outbound 90/10
  • 2. Outbound 80/20
  • 3. Inbound 90/10
  • 4. Inbound 80/20

29.5.2014 6th ICRAT - Istanbul Technical University, Turkey 15 Destination Total S E N W Origin S

  • 2.5

42 2.5 47 E 2.5

  • 8

1 11.5 N 25 2.5

  • 2.5

30 W 2.5 1 8

  • 11.5

Total 30 6 58 6 100

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Roundabout Simulation Model

  • Simulation results

– 100 iterations

30 35 40

Scenario 1

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5 10 15 20 25 30 150 155 160 165 170 175 180 185 190 195 200 205 210 frequency capacity (aircraft/hour)

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Roundabout Simulation Model

  • Simulation results

– 100 iterations

Scen 1 Scen 2 Scen 3 Scen 4

30 35 40

Scenario 1 Scenario 2 Scenario 3 Scenario 4

29.5.2014 6th ICRAT - Istanbul Technical University, Turkey 17 Min 170 149 166 152 Max 204 189 199 190 Average 186 173 181 170 Stdev 7.45 7.67 6.71 6.75

5 10 15 20 25 30 150 155 160 165 170 175 180 185 190 195 200 205 210 frequency capacity (aircraft/hour)

About double the current runway system capacity (90 ops/h) and about 50% higher than the future runway system capacity (120 ops/h)!

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RWY system capacity

current: 90 ops/h (2 parallel RWYs) future: 120 ops/h (3 parallel RWYs)

Roundabout Simulation Model

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Not expected to become capacity issue at MUC apron, under observed traffic scenarios!

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Roundabout vs. Conventional Apron Crossing

λ – taxiway intersection entry capacity

  • mean inter-entry time for all aircrfat demanding service

i, j - leading and trailing aircraft (described with

3 characteristics: origin, destination and a/c type)

t 1 = λ

  • =

ij ijp

t t

t

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3 characteristics: origin, destination and a/c type)

tij - time interval between the moments two

consecutive aircraft (i,j) start entering the intersection

pij - probability of (i,j) pair appearance pi - probability of leading aircraft (i) appearance pj - probability of trailing aircraft (j) appearance

  • =

ij ij ijp

t t

j i ij

p p p =

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Roundabout vs. Conventional Apron Crossing

  • Multiple entries, multiple exits system
  • Inter-entry times determination for (i,j) pair
  • Modifficaton with respect to impact of the predecessors to

each aircraft pair each aircraft pair

  • Greatest impact on capacity - “zero” pairs

(tij=0 i.e. aircrfat i and j allowed to enter the intersection simultaneously!)

  • Additional separation is mainly equal to separation between

following aircraft (j) and (i,j) pair predecessor

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N(S) – S(N) – N(S)

Predecessor-pair (∆t≠0) Predecessor – “zero” pair triplet EXAMPLE ∆t =0 ∆t =0

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Additional separation included in the calculation with the probability of particular triplet appearance.

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Roundabout vs. Conventional Apron Crossing

  • Results from analytical model – simplified traffic data:

Roundabout Design Conventional Design Mean Inter- entry Time (s) Intersection Capacity (aircraft/h) Mean Inter- entry Time (s) Intersection Capacity (aircraft/h)

Scen 1 18.5 194 16.6 217

  • Validation:

– Simulation results with simplified traffic vs. complete traffic – Simulation results with simplified traffic vs. analytical model results for roundabout

29.5.2014 6th ICRAT - Istanbul Technical University, Turkey 22 Scen 2 19.8 182 17.9 201 Scen 3 19.6 184 17.4 207 Scen 4 20.7 174 18.5 195

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Simulation with simplified traffic vs. simulation with complete traffic

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Roundabout vs. Conventional Apron Crossing

  • Validation – summary:

Simulation – Complete Traffic (aircraft/h) Simulation – Simplified Traffic (aircraft/h) Analytical Model – Roundabout (aircraft/h)

Scen 1 186 191 194 Scen 2 173 179 182 Scen 3 181 186 184 Scen 4 170 175 174

  • Approx. 5 aircraft/h difference – less than 3%
  • Approx. 3 aircraft/h or 1.5% difference
  • Results from analytical model:

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Roundabout Intersection Capacity (aircraft/h) Conventional Intersection Capacity (aircraft/h)

Scen 1 194 217 Scen 2 182 201 Scen 3 184 207 Scen 4 174 195

The capacity of a conventional intersection is approximately 10% higher!

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Discussion and conclusion

RWY system capacity

current: 90 ops/h (2 parallel RWYs) future: 120 ops/h (3 parallel RWYs)

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In the context of the airport as a whole: under observed local conditions the difference is not significant enough to reject roundabout for further consideration!

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Fewer merging and crossing points

Discussion and conclusion

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MUC roundabout project in progress…

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Airport Apron Roundabout – Operational Concept and Capacity Evaluation

6th International Conference on Research in Air Transportation Istanbul Technical University, Turkey May 26-30, 2014

Concept and Capacity Evaluation

Bojana Mirkovic, Vojin Tosic

Division of Airports and Air Traffic Safety University of Belgrade - Faculty of Transport and Traffic Engineering

Peter Kanzler, Michael Hoehenberger

Apron Control; Operations Planning Munich Airport International

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Recorded simulation sample, Scenario 4 - Inbound 80/20

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