How can you measure airport capacity?

Understanding runway capacity is crucial in aviation management. It's the measure of how many aircraft takeoffs and landings a runway system can handle within an hour. This capacity isn't static; it's influenced by several factors and varies depending on various conditions. Air traffic control procedures are the final piece of the puzzle. So, how is runway capacity determined? It can be estimated using analytical models, simulation tools, or even historical data. But remember, it's a range that can fluctuate based on demand and operational conditions. It's like a dance floor; its capacity isn't just about how much space there is, but also depends on the type of dance being performed and how well the dancers know the steps.

Runway capacity is the maximum number of aircraft takeoffs and landings achievable in an hour, contingent upon runway configuration, separation standards, aircraft mix, weather conditions, and air traffic control procedures. Analytical models, simulation tools, or historical data can be employed to gauge runway capacity. However, this capacity is not a fixed value but rather a range that fluctuates based on demand and operational conditions. Accurate estimation necessitates a holistic approach considering both the physical attributes of the runway and the dynamic interplay of operational elements, ensuring a comprehensive understanding of the runway's capabilities under diverse circumstances.

A single runway typically can handle 40 movements per hour. That comes from the fact that safety requires 90sec separation between any landing or takeoff. So 2 parellel runways could handle 80 movements per hour. 3 could handle 120. If you have 2 parellel runways and 1 crossing, the movements is somewhere between 80 and 120. I have developed an algorithm for that at some point. Pretty good estimate.

There are many variables that affect Runway Capacity. ICAO DOC 9971 provides a good picture of all the main variables (Traffic Complexity, Separation Standards, Weather, Airspace Design, CNS/ATM Availability, ATM Factors). It is important to understand that capacity is dynamic and will change depending on the behaviour of these variables.

Airport capacity is gauged through several metrics. Passenger throughput, aircraft movements, and terminal occupancy are key indicators. Runway and gate utilization rates, along with baggage handling efficiency, provide additional insights. Utilizing advanced simulation models helps assess peak-hour capacity and potential bottlenecks. Regular monitoring of these factors enables airports to optimize operations, enhance passenger experience, and plan infrastructure improvements to meet growing demand efficiently.

In theory is a number that is being kept in mind or in principle a guidance when terminal is being planned/ constructed. It does not stop terminal from operating upon reaching capacity but rather a guide ahead for planning and airport passenger management ahead. Different matrix of measurement provides different perspectives of the terminal capacity, however it is not something constant as airports or industry evolved with the technology improvements and advancement. What is key, will be to regularly review and evaluate processes in promoting efficient use of terminal in utilizing available capacity while also plan for any plans in enhancement of terminal capacity in the future.

Theoretical Airport terminal capacity is not hit if you do not feel stressed while you are heading to gate, waiting for your luggage, buying your food or duty free item, etc. If you feel otherwise you should know that theory is breached and capex needed. Some avoided this for a very long time ie old Ataturk Terminal in Istanbul. So theory is theory. What is important how much you can sweat the theory ??

Terminal capacity is a key concept in airport management, akin to understanding how many people a building can comfortably and efficiently accommodate at any given time. It's the measure of how many passengers can be processed and accommodated in a terminal building within an hour, but it's not a fixed number. This capacity fluctuates based on various factors. Think of terminal capacity as being similar to a restaurant's seating capacity. It's not just about the number of chairs; it's also about the layout of the tables, the efficiency of the waitstaff, and how quickly the kitchen can serve meals.

In the post-9/11 world, the throughput of the security checkpoint(s) tends to be the main limiting factor of passenger capacity, particularly for pre-existing airports. Number of check-in desks and baggage belts are additional limiting factors. Places like MUC or MAD are building or planning extensions precisely to address these 3 issues. Efficient passenger flows are also important, but tend to be ignored in modern airport design in favor of additional retail space, as can be seen in the growing number of forced-walk-through duty free stores.

There is no question that our airport system has and is rapidly outgrowing design capacity. We see many airports with plans to or in progress of expansion. I think a key concept that airport planners must keep in mind when planning for accommodating current needs and expected growth is how to move people while in the process of expanding. Travel is stressful regardless if you are a casual flyer or a seasoned traveler. Airport planners and authorities must be empathetic to this.

The size and layout of the apron area are fundamental aspects. They determine how many aircraft can physically fit into the space. Then, the access roads play a role in how easily aircraft can move in and out of the apron. For a practical example, let's consider a regional airport that recently expanded its apron area. The airport can now accommodate a greater variety of aircraft, from small private planes to larger commercial jets. With the expansion, the airport also upgraded its ground handling equipment and increased its ground staff. Efficiency is doing better what is already being done.

Standard metrics employed for evaluating delay durations typically include both average and maximum delay thresholds, measured on an hourly basis. It is conventionally acceptable to gauge the performance of traffic volume in terms of its average delay, with a benchmark typically set at around five-minute average. Furthermore, there exists a stipulated maximum delay criterion, often in the range of 15 to 20 minutes, serving as an upper limit to individual aircraft delays within the specified timeframe.

- Delay Metrics: Examining the frequency and duration of flight delays can highlight areas where airspace capacity may be insufficient. - Sector Congestion: Evaluating the congestion levels in specific sectors of airspace provides a more granular understanding of capacity challenges. -Technology Performance: Assessing the efficiency of air traffic management technologies, such as radar and communication systems, contributes to evaluating airspace capacity. - Safety Metrics: Ensuring that safety standards are maintained helps balance capacity considerations with the need for a secure and reliable airspace system.

airspace capacity is better measured by flight route. Distinguishing overflights , approaches and departures. It’s again a measure of time separation on routes which are published. Most of the time, airspace congestion comes from runway congestion. Hence the runway capacity is the most important.

The structure of the airspace itself is a key determinant. Just like the layout of roads and intersections dictates traffic flow in a city, the design of airspace routes and sectors affects how many aircraft can safely navigate it. Navigation aids and communication systems are the tools that ensure aircraft can travel these 'air roads' safely. The more advanced these systems, the greater the airspace capacity. For example, an international airport's airspace during peak holiday season. Air traffic controllers handle a diverse mix of aircraft, from large international flights to smaller regional jets. The complexity of traffic increases due to varying aircraft speeds and sizes. The sky is the limit.

Airspace Capacity depends on many factors (Traffic Complexity, Separation Standards, Weather, Airspace Design, etc). There are several methodologies to measure its capacity. Again it is important to realize that capacity will be dynamic. Usually to measure Airspace Capacity the workload is measured. Workload is translated into observable and non-observable actions. Within Observable actions we have ATC Communications and ATC tasks/inputs. Within Non-Observable the time ATC uses to think what he/she is going to do.

Airport Capacity will be the result of the values of its components (Terminal, Apron, Taxiways, Runways, Airspace, etc). All of them should be alligend, otherways a bottleneck might appear and the airprot capacity will be restricted due to that element.

Building on the symphony example, it is important to note that as soon as one of the orchestra members is out of tune, the overall capacity suffers. The importance of CDM cannot be overstated.

Yes, the seasonal and hourly capacitiy of the limiting sub processing infra and resources within Airside, Terminal, Airspace go on to define the realistic capacity of the airport. Each link in the chain is important and has a cascading effect on the next process. Aircraft mix, Environment related limitations also have a bearing on the capacity limits of a lot of airports. However, all Stakeholders on and off the airport, including the local communities should collaborate to improve the efficiencies and capacity which will eventually bring down the cost per pax, lending more viability to sustainability initiatives.

This is just the sum of the runway capacitors taking into account the layouts. 40 movements per hour is maximum for a runway.

Consider the analogy of a symphony orchestra. Just as the harmony of a symphony isn't simply the sum of individual instruments playing but the result of their coordinated and balanced interaction, airport capacity is the integrated outcome of various airport components working in concert. For example, a major international airport may have multiple runways and terminals, a large apron, and sophisticated airspace management systems. However, its overall capacity is constrained not just by these individual components but also by factors like air traffic control efficiency, weather conditions, and the specific mix of aircraft types. The whole is greater than the sum of its parts.

To my way of thinking, key challenges include: ? Air traffic growth: designing infrastructures to efficiently handle the increasing number of passengers due to growing air traffic. ? Sustainability: meeting the challenge of reducing carbon emissions, requiring the development of more sustainable solutions in aircraft design and airport management. ? Innovation: adapting airports to advancements in technology, such as drones, and urban air mobility. ? Security: addressing new threats and security challenges to maintain the integrity of airport operations. ? Passenger experience: improve the overall passenger experience, extending beyond operational efficiency to areas like comfort, accessibility, and digital connectivity.

Next to runway, terminal, apron, and airspace capacity, landside access is missing in the article so far. Landside access is often neglected but can be a limiting factor when it comes to airport capacity. The passenger journey does not start and end at the terminal but at home. In order to determine the capacity of an airport the capacity of landside access has to be considered. The necessity to include the landside transport system is also mirrored in the concept of TAM (Total Airport Management), which connects systems and processes across the airport with the aim to increase efficiency in airport operations.

In my view it is also important to consider the capacity of the entire system. There is no use to expanding your terminal capacity without having sufficient airfield or airspace capacity for example. Or why even add another runway, or even an entire airport, if it is not going to provide you with the much needed additional capacity simply because you didn’t look into the airspace side of things…

Airlines & Airports while both integral parts of aviation - have significantly different business models! While it is relatively "easy" for airlines to add or reduce capacity - overall fleet or to destinations, with airports it is a very different story! For airports, master plans stretching into 30+ years are normal! Too much capacity - is a problem Too little creates its own challenges! Think also about land needed for expansion. Takes time to acquire and develop. Think also about surrounding population centers and noise concerns! There no magic formula for airport capacity, only well researched and thought thru plans!

First define what part of the airport capacity you wish to increase. Airspace, runway, apron, baggage, refuel capability, landslide??? The list goes on, needless to say it is not as simple an answer but needs collaboration across all stakeholders.

Airports are so significant to local authority and government due to their generation of regional GDP - Airports should consider this and communicate this to their local supporters more to build more cases for investment.