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Airside resource planning
Published in Peter J. Bruce, Yi Gao, John M. C. King, Airline Operations, 2018
In addition to the long-term forecast and analysis, further planning is required to optimize the activities. Most airports have developed standardized ground handling procedures, based on the factors above. Each airport has specific characteristics which will have to be considered when optimizing turnaround processes and their possible variations, as these can influence the turnaround processes. ICAO (International Civil Aviation Organization) Annex 14, Aerodromes Volume 1, provides international standards and recommendations for aerodrome designs and operations, including servicing of aircraft and ground markings such as aircraft stand marking and safety lines. Some of these are given here.8apron: a defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenanceaircraft stand: a designated area on an apron intended to be used for parking an aircraftmanoeuvring area: that part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding apronsmovement area: that part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting of the manoeuvring area and the apron(s).
Airport Planning and Design
Published in Dušan Teodorović, The Routledge Handbook of Transportation, 2015
Taxiways are the paths that connect the runways to the apron. Since taxiing occurs at very low speeds (typically 25 km/h or less), taxiway width and obstacle clearance need not be as stringent as the runway’s. The taxiway must accommodate the design aircraft’s wheel track, with some extra width to accommodate small deviations while taxiing. Taxiway shoulders may also be required to avoid jet blast erosion. At taxiway intersections, pavement fillets are usually required to allow for aircraft to negotiate the curves safely without wandering off the pavement. Figure 17.6 shows an example of a taxiway fillet. ICAO (2004) sets standards for taxiway widths, shoulder and separation to other taxiways.
Airports
Published in Milica Kalić, Slavica Dožić, Danica Babić, Introduction to the Air Transport System, 2022
Milica Kalić, Slavica Dožić, Danica Babić
The apron is a defined area on a land aerodrome, intended to accommodate aircraft for loading and unloading passengers, mail or cargo, fuelling, parking, or maintenance (Annex 14 ICAO). The apron/gate complex consists of aircraft parking stands and facilities and equipment for servicing aircraft. Its configuration depends on the configuration of the passenger terminal complex which can be linear, finger or pier, satellite, transporter (open apron), or hybrid; the movement characteristics of the aircraft to be served (e.g., turning radius); aircraft dimensions and service points; and type and sizes of ground service equipment and its usage requirements (Ashford and Wright 1984).
Laboratory and field performance comparison of dense graded and stone mastic asphalt as a runway surface
Published in International Journal of Pavement Engineering, 2022
Only the rectangular 30 m by 1,700 m of the runway was intended to be surfaced with SMA. The turning nodes at each runway end, the taxiway and aircraft parking apron were all intended to be surfaced with ungrooved DGA because aircraft skid resistance requirements do not apply to these areas. Furthermore, underlying patching and shape correction was performed using DGA. However, all the asphalt was produced in the same on-site production plant, so some areas intended to be surfaced with DGA were actually surfaced with SMA to allow the contractor to avoid changing mixture types during a single period of asphalt production. Despite this, approximately 50% of the total 14,000 tonnes of asphalt was DGA and the other 50% was SMA. This allowed a comparison of the two mixtures produced in the same asphalt plant, using the same raw ingredients.
Making Indian airports sustainable by using solar photovoltaic system: analysis of three airports
Published in International Journal of Sustainable Energy, 2021
Akshay Choudhary, Bharat Kumar Saxena, Sanjeev Mishra
Udaipur city is located in the Rajasthan state of India. The total population of Udaipur district is 30,68,420 persons, out of which 6,08,426 persons constitute the urban population of Udaipur as per the census data (DCO 2011a). The airport located at Udaipur is called Maharana Pratap Airport, Udaipur, and its satellite photo is as shown in Figure 9(a). It is situated at latitude 24.6190° N and longitude 73.8908° E. The airport terminal has one asphalt runway of 2281 m in length and is 45 m wide (AIP 2018a). There are 14 aircraft parking bays in airport apron. The length of the apron is 234 m and its breadth is 166 m. The aircraft types that can be parked in these bays are shown in Table 1. The annual electricity consumption at Udaipur airport was 3,574.140 MWh from August 2014 to July 2015 (Malik 2017). The rooftop area of terminal and hangar are about 7120 m2 and 940 m2 respectively and they can also be utilised for installing rooftop SPV power plant and Building Integrated Photovoltaic (BIPV) systems. Figure 9(b) shows the rooftop of terminal area at airport. On analysing the 2-year data of Udaipur Airport as shown in Figure 8, it is observed that the aircraft movement increased by 19.55%, passengers increased by 21.4% and freight decreased by 76.9% on year to year comparison between April 2017 to March 2018 and April 2018 to March 2019 respectively.
Planned gate and runway assignments considering carbon emissions and costs
Published in International Journal of Sustainable Transportation, 2020
Ching-Cheng Chao, Ching-Hui Tang, Ya-Hsin Hsiao
The length of the aircraft taxiing stage is related to two types of assignment made during airport operations, namely gate assignment and runway assignment. The aircraft is parked at the gate after landing and before takeoff. The gate is used for passengers to get on and off the aircraft, for loading and unloading cargo and for associated ground operations. Obviously, different flight to gate assignments have different apron-to-runway distances. Additionally, an international airport will have multiple runways, which also affect the apron-to-runway distance. For instance, Washington Dulles International Airport has four runways, as shown in Figure 1 with one oriented in a different direction than the other three, and one much shorter than the others (Washington Dulles International Airport, 2017). Thus, the shortest and longest apron-to-runway distances from gate D32 are to runways 1 C and 1 R, as shown in Routes A and B, respectively. The difference between the two routes is great, more than 9000 feet. As can be seen from this example, both gate and runway assignments naturally influence the apron-to-runway distance, the result being widely different taxiing distances, which affects the carbon emission of an aircraft on the ground.