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The final planning phase in terminal projects is called design development In this phase the size and character of the project is fixed and checked against the findings and recommendations in the prior phases of the project Acceptance of the project by the airport owner, tenants, and airlines is the final product of this phase Capital budgeting, operating, maintenance, and administrative costs over the lifetime of the project are determined and a revenue plan is adopted Agreements are made on rate and charge structures for the airlines, concessionaires, and other tenants The project moves on toward
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implementation through the development of construction documents, bid letting and acceptance, and construction following this phase of planning
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The apron provides the connection between the terminal buildings and the airfield It includes aircraft parking areas, called ramps, and aircraft circulation and taxiing areas for access to these ramps On the ramp, aircraft parking areas are designated as gates The discussion in this section is limited to the apron gate area for scheduled commercial aircraft operations The size of the apron gate area depends on four factors, namely, the number of aircraft gates, the size of the gates, the maneuvering area required for aircraft at gates, and the aircraft parking layout in the gate area The layout of the apron area is discussed in Chap 6
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As in the case with other airport facilities, the number of gates is determined in such a way that a predetermined hourly flow of aircraft can be accommodated Thus, the number of gates required depends on the number of aircraft to be handled during the design hour and on the amount of time each aircraft occupies a gate The number of aircraft that need to be handled simultaneously is a function of the traffic volume at the airport As mentioned earlier, it is customary to use the estimated peak hour volume as the input for estimating the number of gates required at the airport However, in order to achieve a balanced airport design, this volume should not exceed the capacity of the runways The amount of time an aircraft occupies a gate is referred to as the gate occupancy time It depends on the size of aircraft and on the type of operation, that is, a through or turnaround flight Aircraft parked at a gate are there for passenger and baggage processing and for aircraft servicing and preparation for flight Larger aircraft normally occupy gates a longer time than small aircraft This is because large aircraft require more time for aircraft servicing, preflight planning, and refueling The type of operation also affects gate occupancy time by affecting service requirements Thus an aircraft on a through flight may require little or no servicing and, consequently, the gate occupancy time can be as low as 20 to 30 min On the other hand, an aircraft on a turnaround flight will require complete servicing, resulting in gate occupancy times ranging from 40 min to more than 1 h The table shown in Fig 10-29 lists the activities that normally take place during a turnaround stop, together with a typical time schedule for these activities
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Time, min 0 Operations Engine rundown Position passengers bridges Deplane passengers Check log book Off-load cargo Bulk Containers center Forward Service galley Lavatory service Water service Cabin service Fuel aircraft Water injection service Walk-around inspection Load cargo Containers forward Center Bulk Check log book Enplane passengers Monitor engine start Remove passengers bridges Clear aircraft for departure Critical time path 10 05 44 15 130 44 34 79 85 127 160 230 147 90 31 38 130 15 56 30 05 10 5 10 15 20 25
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FIGURE 10-29 Typical time schedule of aircraft servicing activities at gate (Ralph M Parsons and Federal Aviation Administration [50])
If simulation is used a design-day schedule is first forecast and, then based upon the design-day schedule and the practices of the airlines at the airport, a ramp chart based upon the design day is constructed to determine gate requirements The average daily gate utilization factor for all gates at an airport usually varies between 05 and 08 This factor accounts for the fact that it is unlikely that all of the gates available at a terminal building will be used 100 percent of the time This is caused by the fact that aircraft maneuvering into and out of a gate often blocks other aircraft attempting to move into or out of their gates and by the fact that aircraft schedules often lead to time gaps between the departure of one aircraft and the arrival of another using the same gate The gateuse strategy employed by the airlines at the airport also influences the average gate utilization factor At airports where gates are used mutually by all airlines, a common gate-use strategy, the gate utilization factor typically varies between 06 and 08 At airports where groups of gates are used exclusively by different airlines, an exclusive gate-use strategy, the utilization factor drops to about 05 or 06 The determination of the number of gates needed at an airport should be subjected to the analysis techniques given in Chap 12 and to the gate-use strategies adopted by the tenant airlines An illustration of the use of simulation to generate a design-day schedule from which a ramp chart can be constructed to determine design-day gate requirements in given in Example Problem 10-2
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