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In airfield planning, capacity and delay studies are performed to evaluate the ability for an airfield in its current configuration to accommodate current and future levels of demand As demand is forecast to exceed the current airfield s capacity, airfield planners consider alternative airfield configurations, designed for additional capacity, to measure their effect on mitigating potential future delays As the primary objective of capacity and delay studies is to determine effective and efficient means to increase capacity and reduce delay at airports, analyses are conducted to examine the implications of the changes in the nature of the demand, the operating configurations of the airfield and the impact of facility modifications on the quality of service afforded this demand Some of the typical applications of these analyses might include 1 The effect of alternative runway exit locations and geometry on runway system capacity 2 The impact of airfield restrictions due to noise abatement procedures, limited runway capacity, or inadequate airport navigational aids on aircraft processing rates 3 The consequences of introducing new aircraft into the fleet mix at an airport, and an examination of alternative mechanisms for servicing the mix 4 The investigation of alternative runway-use configurations on the ability to process aircraft 5 The generation of alternatives for new runway or taxiway construction to facilitate aircraft processing 6 The gains which might be realized in system capacity or delay reduction by the diversion of general aviation aircraft to reliever facilities in large air traffic hub areas According to the United States Government Accountability Office, between 1998 and 2007, delays and cancellations for United States commercial aviation increased by 62 percent, while the number of operations increased by only 38 percent In 2007 alone, more than 2 million of the nation s 75 million annual operations suffered delays or cancellations In the busiest of regions, such as the New York metropolitan area, delays and cancellations have increased by more than 110 percent, while the number of operations increased by less than 60 percent [31] Figure 12-1 illustrates the increasing trend of delayed and cancelled operations system wide since 1998 Delays have also gotten more severe In 2007, the average length of a flight delay was 56 min, compared to 49 min in 1998 More than 64,000 operations were delayed by more than 3 h in 2007.

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FIGURE 12-1 Trends in percentage of late arriving and canceled ights US system-wide (US Government Accountability Of ce)

The distribution of the causes of delays greater than 15 min are given in Fig 12-2 for the year 2007, as reported by the US Department of Transportation (DOT) The operational and economic implications of delay to aircraft increasingly dictate that delay analyses be included in airfield planning studies and that these analyses be conducted well before demand is expected to reach capacity levels

FIGURE 8-4

In this chapter, analysis of capacity and delay is confined to the airfield, or aircraft operations area, which is composed of the runways, taxiways, and apron areas It should be noted that the variations of the principles and tools described in this chapter may also be applied to determining capacity and delay in the airport terminal, as well While studies of capacity and delay are most often evaluated by the use of analytical and computer simulation models, the focus of this chapter first is on analytical models, often referred to as mathematical models, which form the basis for more complex computer simulation models

When you use include_once, each time PHP is asked to include a file it will check whether the file has already been loaded into memory and, if so, it will ignore the request For this reason, I recommend you use include_once instead of include But this still isn t always the best solution, because include and include_once don t care whether the file requested actually exists If it doesn t, the commands simply get

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Table 5-2 Windows PowerShell Automatic Variables (continued)

FIGURE 12-2

2:

DOT reported sources of delay, United States, 2007

Mathematical models of airport operations are tools for understanding the important parameters that influence the operation of systems and investigating specific interactions in systems that are of particular interest Depending upon the complexity of the system, several conditions may be studied, perhaps more cheaply and quickly than by other methods To make the mathematics tractable for a complex system, many simplifying assumptions must often be made which may result in unrealistic results In such a case, one can resort to a computer simulation model or some other technique Thus it is necessary, when contemplating the formulation and application of a mathematical model, to examine critically the correspondence between the real world being studied and the abstract world of the model and to determine the effect of their differences on the decisions to be made For airport planning, airfield capacity has been defined in two ways One definition which has been used extensively in the United States in the past is that capacity is the number of aircraft operations during a specified interval of time corresponding to a tolerable level of average delay This is shown in Fig 12-3 and is referred to as practical capacity This definition has traditionally been suggested by the Federal Aviation Administration to give rudimentary estimates of delay as a function of ultimate, or throughput capacity, which is defined as the maximum number of operations that a service

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