Runways and Taxiways Design: Airport Capacity Management

This report delves into the critical aspects of airport design, emphasizing the efficient functioning of runways and taxiways. It highlights the importance of understanding technical layout systems for effective design mechanisms, differentiating between landside and airside systems. The report defines airport capacity, focusing on Maximum Throughput Rate (MTR) and Level of Service. It calculates the Aircraft Arrival Rate (AAR) for an airport with parallel runways and suggests maximizing runway throughput via sequencing and metering to enhance traffic control, operational predictability, and environmental impact reduction. Furthermore, it outlines aerodrome design principles regarding taxiways, stressing unobstructed views, peripheral taxiway use to avoid runway crossings, and the implementation of runway exit-only taxiways. This detailed analysis aims to optimize airport operations and traffic management.

Running Head: AIRPORT DESIGN 1
Runways and Taxiways Design
Name:
Institutional Affiliation:

AIRPORT DESIGN 5
An airport system has two major components for efficient functioning. The system is as
described below;
Understanding the concepts behind technical layout systems will to great impacts assist in
the design mechanisms of the runways and related issues. The landside system embraces the
surface area which connects an airport to catchment venues like passenger and flight terminals.
On the other hand, airside system comprises of the air zone. The runway contains the ground
where landing and taking off occur.
Capacity is the ability of the airport to handle a given modulus of traffic per unit time. On
top of that, the operational capacity is expressed by maximum units demanded in a given period
of time. In order to measure the capacity of the airport, Maximum Throughout Rate (MTR) and
Level of Service should be determined (Brueckner, 2011). By definition, MTR is the average
demands a server can process in a given period of time especially when it is busy. It is calculated
as follows;
μ = 1/E (t)
μ= MTR
E (t)= Expected Service Time

AIRPORT DESIGN 5
The airport in question is to have two parallel runways separated 1800 meters away from
each other. Given that the ground speed crossing the runway threshold is 140kts and the space
between two arrival planes is 10 miles, AAR can be calculated as follows;
AAR= Threshold Speed/spacing
AAR= 140/10=14
In cases when the runway arrival capacity is a fraction, rounding off to the next whole
number is contemplated. The capacity of an airport is a key issue to the general aim of enhancing
traffic management capacities. From this, it is therefore important to maximize the capacity for
effective traffic control. Below are some of the ways that AMP should consider to ensure the aim
is achieved.
Maximizing runway throughput via sequencing and metering is one of the best aid in
ensuring traffic control. This method increases the operational predictability, efficiency and
flexibility. It also eliminates any environmental impact that can be caused hence support Air
Traffic Control (ATC).
On top of that, possible objectives are obtained through optimization of the traffic flow to
the runway and traffic sequencing. The throughput is supported by these factors where optimized
metering is established. Metering aids in the availability of runways and make sure that they are
effectively used. Through sequencing, average separation between runway movements are
reduced (Caves, 2010). This method also makes sure that the available capacity is optimally used
which considering account user preferences which aim to cut operation costs.
Aerodrome design principles regarding taxiways are specific on how the latter should be
constructed and operated. Entrances should be at right angles to a runway.

AIRPORT DESIGN 5
Flight crews need unobstructed view of the runway. On top of that, AMP should avoid
crossing a runway to access a taxiway in their design. This will aid in limiting aircrafts crossing
an active runway and can be achieved via use of taxiways at the peripherals. Finally, the
taxiways should be designed to be runway exit only. No entry points signs should be erected to
make sure no plane enters through a rapid exit taxiway.
References
Brueckner, J. (2011). Internalization of Airport Congestion. Journal of Air Transport Management, 141-
145.
Caves, R. E. (2010). Strategic Airport Planning. Amsterdam, The Netherlands: Pergamon.