Table Of ContentThe Calgary Airport Authority
Parallel Runway Project
Volume IV – Item 2
Airfield Model
Calgary
RUNWAY DEVELOPMENT PROGRAM
International
AIRFIELD MODEL
Airport
Contents
1 EXECUTIVE SUMMARY 1
2 INTRODUCTION 10
3 DATA AND REVIEW 14
4 DEMAND 19
5 AIRFIELD MODEL 29
6 SCENARIOS 32
7 TAXIWAY LOCATIONS 59
8 CONCLUSIONS 63
CALGARY AIRPORT
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LIST OF FIGURES FIGURE 6-12 HOURLY DEMAND 2008 AND 2015 VS THROUGHPUT RWYS 10/16 40
FIGURE 6-13 2015 ARR AND DEP DEMAND VS RWY 10/16 THROUGHPUT 40
FIGURE 1-1 CALGARY AIRPORT – INDICATIVE FUTURE AIRFIELD LAYOUT 2
FIGURE 6-14 ARRIVALS DELAY FOR 10/16 MODE AT 2015 40
FIGURE 1-2 PROJECTED BUSY DAY AIRCRAFT MOVEMENTS – 2008, 2015, 2025 3
FIGURE 6-15 DEPARTURES DELAY FOR 10/16 MODE AT 2015 40
FIGURE 1-3 RUNWAY MODES OF OPERATION FOR VARIOUS SCENARIOS 6
FIGURE 6-16 RUN 1 – 28/34 DEPARTURE QUEUE AT RWY 28 END (7:17PM) 41
FIGURE 1-4 OPTIONS FOR CDF LOCATION 7
FIGURE 6-17 RUN 1 – 28/34 DEPARTURE QUEUE AT RWY 34 END (7:17PM) 41
FIGURE 1-5 DUAL LINK TAXIWAY OPTIONS 8
FIGURE 6-18 RUN 2 – 10/16 DEPARTURE QUEUE AT RWY 16 END (7:49PM) 41
FIGURE 1-6 INDICATIVE TAXIWAY LAYOUT FOR PARALLEL RUNWAY 9
FIGURE 6-19 RUN 2 – QUEUES ON TAXIWAYS H AND G (7:17PM) 42
FIGURE 2-1 CALGARY AIRPORT – INDICATIVE FUTURE AIRFIELD LAYOUT 11
FIGURE 6-20 RUN 2 – DELAYS CROSSING RUNWAY (10 5:43 PM) 42
FIGURE 4-1 ANNUAL AIRCRAFT MOVEMENTS – HISTORICAL AND FORECAST 20
FIGURE 6-21 RUN 2 – CONGESTION TWY H /J INTERSECTION (6:57 PM) 42
FIGURE 4-2 TRANSPORT CANADA HIGH AIRCRAFT FORECAST 21
FIGURE 6-22 SEGREGATED MODE OPTIONS 43
FIGURE 4-3 TRANSPORT CANADA BASE AIRCRAFT FORECAST 21
FIGURE 6-23 SEGREGATED MODE CAPACITIES 43
FIGURE 4-4 TRANSPORT CANADA HIGH PASSENGER FORECAST 21
FIGURE 6-24 SEGREGATED MODES 2015 – HOURLY DEPARTURES 44
FIGURE 4-5 TRANSPORT CANADA BASE PASSENGER FORECAST 21
FIGURE 6-25 SEGREGATED MODES 2015 – HOURLY ARRIVALS 44
FIGURE 4-6 2008 DAILY FIXED WING ARRIVALS/DEPARTURES 23
FIGURE 6-26 SEGREGATED MODES 2015 – HOURLY MOVEMENTS 44
FIGURE 4-7 2008 RANKED DAILY MOVEMENTS 24
FIGURE 6-27 ARRIVALS DELAY – RUN 3 45
FIGURE 4-8 PROFILE FOR 90TH PERCENTILE AND SIMILARLY RANKED DAYS 25
FIGURE 6-28 ARRIVALS DELAY – RUN 4 45
FIGURE 4-9 BUSY DAY PROFILE 2008, 2015 AND 2025 26
FIGURE 6-29 ARRIVALS DELAY – RUN 5 45
FIGURE 4-10 BUSY DAY ANAYSIS 2008 – COLD WEEKDDAYS AND WEEKEND 27
FIGURE 6-30 ARRIVALS DELAY – RUN 6 45
FIGURE 4-11 HOURLY AIRCRAFT – 2008 COLD WEEKDAYS 27
FIGURE 6-31 DEPARTURES DELAY – RUN 3 46
FIGURE 4-12 HOURLY AIRCRAFT – 2008 ICY WEEKDAYS 27
FIGURE 6-32 DEPARTURES DELAY – RUN 4 46
FIGURE 4-13 REPRESENTATIVE 2008 “COLD DAY” VS 90TH BUSY DAY 28
FIGURE 6-33 DEPARTURES DELAY – RUN 5 46
FIGURE 5-1 RELATIONSHIP BETWEEN AIRFIELD DELAY AND DEMAND 31
FIGURE 6-34 DEPARTURES DELAY – RUN 6 46
FIGURE 6-1 RUNWAY MODES OF OPERATION FOR VARIOUS SCENARIOS 33
FIGURE 6-35 SEGREGATED MODES 2015 - AVG ARRIVAL DELAY PER FLIGHT 47
FIGURE 6-2 EXISTING RUNWAY MODES AND USAGE 34
FIGURE 6-36 SEGREGATED MODES 2015 - AVG DEPARTURE DELAY PER FLIGHT47
FIGURE 6-3 BASE CASE – EXISTING CROSSING RUNWAYS / NO NEW RUNWAY 36
FIGURE 6-37 SEGREGATED MODES 2015 - AVERAGE DELAY PER FLIGHT 47
FIGURE 6-4 RUNWAY DEMAND VS CAPACITY 2008 AND 2015 37
FIGURE 6-38 OPTIONS FOR CDF LOCATION 48
FIGURE 6-5 RUNWAY ARRIVALS DEMAND VS CAPACITY 2008 AND 2015 37
FIGURE 6-39 LOCATION OF CDF NEAR INTERSECITON OF TAXIWAYS J AND G 48
FIGURE 6-6 RUNWAY DEPARTURES DEMAND VS CAPACITY 2008 AND 2015 38
FIGURE 6-40 RUNS 7 AND 8 – AVERAGE TAXIING DELAY 49
FIGURE 6-7 HOURLY DEMAND 2008 AND 2015 38
FIGURE 6-41 RUNS 7 AND 8 – TAXIING DELAY > 15 MIN 49
FIGURE 6-8 HOURLY DEMAND 2008 AND 2015 VS THROUGHPUT RWYS 28/34 38
FIGURE 6-42 BUILDUP OF DEPARTURES – RUN 7 (17:56PM) 50
FIGURE 6-9 2015 ARR AND DEP DEMAND VS RWY 28/34 THROUGHPUT 39
FIGURE 6-43 BUILDUP OF DEPARTURES – RUN 7 (18:30PM) 50
FIGURE 6-10 ARRIVAL DELAY FOR 28/34 MODE AT 2015 39
FIGURE 6-44 BUILDUP OF DEPARTURES – RUN 7 (18:57PM) 50
FIGURE 6-11 DEPARTURE DELAY FOR 28/34 MODE AT 2015 39
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FIGURE 6-45 DUAL LINK TAXIWAY OPTIONS 51
FIGURE 6-46 HOURLY DEPARTURES – RUNS 9 TO 12 52
FIGURE 6-47 HOURLY ARRIVALS – RUNS 9 TO 12 52
FIGURE 6-48 HOURLY RUNWAY MOVEMENTS – RUNS 9 TO 12 52
FIGURE 6-49 DIRECTIONAL SPLIT OF TRAFFIC 2025 52
FIGURE 6-50 PROPORTIONAL SPLIT OF ARRIVALS 2025 53
FIGURE 6-51 PROPORTIONAL SPLIT OF DEPARTURES 2025 53
FIGURE 6-52 PROPORTIONAL SPLIT OF ALL FLIGHTS 2025 53
FIGURE 6-53 RUNS 9 TO 12 – AVERAGE TAXIING DELAY 54
FIGURE 6-54 RUNS 9 TO 12 – MOVEMENTS WITH TAXIING DELAY > 15 MIN 54
FIGURE 6-55 RUN 9 ARRIVALS ON 34R HELD FOR EAST FLOW ON TXY J 55
FIGURE 6-56 RUN 9 AIRCRAFT HELD FOR WEST FLOW ON TXY J 55
FIGURE 6-57 RUN 10 AIRCRAFT HELD FOR EAST FLOW ON TXY J 56
FIGURE 6-58 RUN 10 AIRCRAFT HELD FOR EAST FLOW ON TXY J 56
FIGURE 6-59 RUN 11 FREEFLOW EAST-WEST ON LINK TAXIWAYS J AND R 57
FIGURE 6-60 RUN 12 FREEFLOW EAST-WEST ON LINK TAXIWAYS J AND R 57
FIGURE 6-61 RUNS 9 TO 14 – AVERAGE TAXIWAY DELAY (TXY D) 58
FIGURE 7-1 INDICATIVE TAXIWAY LAYOUT FOR PARALLEL RUNWAY 62
LIST OF TABLES
TABLE 1-1 KEY STUDY OBJECTIVES AND OUTCOMES 4
TABLE 1-2 MODELING SCENARIOS 5
TABLE 1-3 SUGGESTED RET LOCATIONS 8
TABLE 6-1 MODELING SCENARIOS 32
TABLE 6-2 AVERAGE DE-ICING TIMES 48
TABLE 6-3 EQUIVALENT CODE C - DE-ICING PAD DEMAND 48
TABLE 7-1 SUGGESTED RET LOCATIONS 59
TABLE 7-2 RUNWAY OCCUPANCY AND CAPTURE FOR RETS 2 AND 3 60
TABLE 7-3 SUGGESTED RET LOCATIONS 61
CALGARY AIRPORT
RUNWAY DEVELOPMENT PROGRAM - AIRFIELD MODEL
10499R605R YYC RWY SIM FINAL REPORT.DOCX AIRBIZ 5/11/2009
1.1. Background
1 Executive
Calgary Airport Authority (YYC) has embarked on the preliminary
design phase for the proposed new parallel runway with the general
layout as shown in Figure 1-1.
Summary Airbiz, as a subconsultant to the Program Manager AECOM Canada
Ltd, developed a detailed airspace/airfield model to simulate aircraft
movements at future projected traffic levels from arrival/departure in
Calgary terminal airspace to terminal apron gates, cargo area and/or
de-icing pad positions using ARCport ALTO modelling software. Airbiz
Subheadingt
consulted extensively with NAVCanada and airline flight operations
representatives to ensure modeling inputs were consistent with agreed
operating scenarios and that model inputs/outputs were clearly
understood when reviewed by the Parallel Runway Program (PRP)
Team and outside stakeholders.
The agreed scope of work included the preparation of daily aircraft
movement schedules (representative busy day) for 2015 and 2025,
development and testing of an airspace and airport simulation model,
and reporting on a range of scenarios based on the following key
assumptions:
Demand levels at 2015 and 2025
Runway layout (existing vs. airfield with new runway)
Runway direction (north flow and south flow)
Supporting taxiways (proposed enhancements to existing runway,
e.g. full extension of Taxiway H and development of Taxiways R or
the extension of Taxiway F for 2025 scenario)
Aprons IFP 22 gates for 2015 and IFP full development for 2025
The airfield modeling was driven by projected schedule based on the
90th percentile (36th ranked) busy day in the 2008 flight logs. The
Transport Canada High annual growth rates for aircraft movements
were applied.
An airfield and airspace simulation model was constructed to test the
existing runway system and the proposed parallel runway system.
Terminal airspace and taxipaths were defined with the assistance of
NAVCanada. Gate allocations were based on CAA reports (IFP and
domestic).
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New parallel runway
1 R
6 4
L 3
New parallel taxiways –runway entries and exits
Single link
taxiway J
Passenger
Terminals
GA Precinct
(north)
(south-east)
1 L
6 4
R Existing main runway 3
GA Customs
(south-west)
Cargo
FIGURE 1-1 CALGARY AIRPORT – INDICATIVE FUTURE AIRFIELD LAYOUT
CALGARY AIRPORT 2
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This study forms part of the Environmental Assessment (EA) process. Validation of the airfield model constructed for the study and
Operational scenarios have been developed to assess impacts, but performance included benchmarking against current throughput on
these do not purport to dictate operational solutions. Only once the each runway during busy periods, and the split between runways.
impacts have been assessed as part of the EA process, can any
1.4. Demand
mitigation be suggested and explored through the appropriate
Projected busy day schedules
processes.
The projected busy day schedule is shown in Figure 1-2. It was based
1.2. Study objectives and key outcomes on the 90th percentile (36th ranked) busy day identified from 2008 flight
The study objectives and key outcomes are summarised in Table 1-1. logs provided by NAVCanada. This was then projected to 2015 and
1.3. Methodology 2025 by growing daily movements at the Transport Canada High
growth forecast for annual aircraft movements.
This study was workshop based, with the participation of management
and technical representatives of the airport authority – Calgary Airport The current schedule is characterised by a morning departures peak
Authority (YYC), the Air Navigation Service Provider (ANSP) – starting around 7am and extending to around 9am (with relatively few
NAVCanada, airlines, and the Environment Assessment (EA) team. arrivals). In the afternoon there is an arrivals peak commencing around
Over the course of four workshops the methodology and key 4pm, closely followed by an evening departures peak around 7pm.
assumptions were discussed and agreed, scenarios for modeling There is a level of overlap between the extended afternoon arrivals
formulated and the results of the airspace and airfield model reported peak and the evening departures peak. This same hourly demand
and conclusions confirmed. pattern is found in the projected schedules.
2008 Arr 2008 Dep
A state-of-the-art airspace and airport model – ARCPort ALTO was
8400
used to construct a simulation model of the airport and the immediate Afternoon
airspace in the vicinity of the airport, with the procedures for air traffic 120 2008 Total arrivals peak
6300
allocation, control and management generally based on current 2015 Total
practice, and adapted for the future parallel runway system agreed with 100 2025 Total
NAVCanada. Key modeling assumptions were drawn, where available 4200
and appropriate, from an existing NAVCanada fast-time (TAAM)
80
simulation model for the existing airfield. sla 2100
v
The main sources of airfield delay were reported separately to identify irrA
60>
the weakest links in the airfield system: <se 00
Air delay – on approach to the airport 40rutrap 01 12 32 43 546 57 68 79 180119121013111411251136117411851916201271128221932240 21 22 23
eD--2100
Taxi delay – on the airfield for arriving and departing aircraft
Stand delay – on arrival waiting for a vacant stand 20 --4200
Take-off delay – on departure at stop bar
0
In addition to reporting average delays for arrivals or departures, --6300 Morning Evening
0 1 2 3 4 5 6 7 8 9 1011121314151617181920212223
reports were provided based on the suggested threshold for ―significant departures peak departures peak
delay‖ to a single aircraft of around 15 minutes. This is based on FAA -40
-80
reporting standards and was agreed with airline operations as the level Hour commencing
at which delay starts to severely impact on airline schedules. Delay
FIGURE 1-2 PROJECTED BUSY DAY AIRCRAFT MOVEMENTS – 2008, 2015, 2025
distribution graphs were provided broken down into arrivals, departures
or cause of delay.
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Key study objectives Outcomes
1. To establish the need for the new parallel runway at 2015 The simulation model showed the existing two crossing runway
traffic levels - compare congestion and delays for ―do system with implementation of all planned taxiway
nothing‖ case (no new parallel runway versus with a new enhancements is unable to handle the 2015 representative
parallel runway). busy day demand without unacceptable delays.
2. To test the operations of the runway and airfield system The 2015 representative busy day traffic levels require mixed
for year of opening (2015 busy day) traffic levels mode operations on both runways to handle the afternoon
assuming segregated mode operations. peak within the limits of acceptable delays.
3. To test the operations of the runway and airfield system A single link taxiway system (Taxiway J) at 2015 leads to
for 2025 traffic with a single cross-link taxiway (Taxiway head-to-head conflicts which result in significant delays for
J) compared with a dual cross-link taxiway system aircraft crossing between the parallel runways and aircraft
(Taxiway R and F). parking aprons on arrival and departure. There are a number
of options to provide a second east-west link which need
consideration.
4. To test for any airfield congestion at 2015 traffic levels The scenarios tested for the proposed CDF was for partial
with the proposed Central De-icing Facility (CDF) at the mixed mode only a single link (east-west) taxiway. The results
preferred location. of the simulation showed unacceptable delays, but not for any
reasons associated with the sizing or location of the CDF. This
needs further testing with a runway mode of operation which
can handle the forecast traffic for the case without the CDF,
and which the CDF can then be superimposed to test any
impacts.
5. To provide a preferred parallel taxiway layout for the new An indicative layout for the parallel taxiway system to serve the
parallel runway system (entry and exists onto the runway, new parallel runway has been provided with three rapid exit
including rapid exit taxiways – RETs), and suggest taxiways (RETs) in each direction; dual runway entries at each
construction staging. runway end, and runway entries for intersection departures of
turboprop aircraft towards each runway end. The RETs are
generally spaced to capture three different categories of
aircraft – turboprops; narrowbody jets and widebody jets.
TABLE 1-1 KEY STUDY OBJECTIVES AND OUTCOMES
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1.5. Scenarios other airports with crossing dependant runway operations is for
During the course of the study the fourteen scenarios in Table 1-2 were between 55 and 60 total hourly movements.
identified for modeling. The projected busy day 2015 schedule has a sustained peak between
Taxiways Runway 5pm and 8pm above 70 hourly movements. Hourly departure demand
Run. Runways Facilities Aprons Mode Flow5 Year4 peaks are above 50 and arrival demand above 40 hourly movements.
1 Existing IFP 22 Gates Crossing North 2015 This compares to 2008 peaks of less than 50 total movements, and
under 40 arrivals and departures in respective arrivals and departures
2 Existing IFP 22 Gates Crossing South 2015
peaks.
3 Parallels IFP 22 Gates Segregated 1 North 2015
4 Parallels IFP 22 Gates Segregated 1 South 2015 As expected the simulation showed growing departure queues for both
runways, but especially on the main runway, from 5pm onwards, with
5 Parallels IFP 22 Gates Segregated 2 North 2015
congestion setting in close to 6pm. The departure queue was managed
6 Parallels IFP 22 Gates Segregated 2 South 2015
by interspersing a departure between every arrival. Increasing the
7 Parallels Central de-icing IFP 22 Gates Segregated 3 North 2015
arrival rate would result in increased departure congestion and delay.
8 Parallels Central de-icing IFP 22 Gates Segregated 3 South 2015
The demand analysis predicted this, and the simulation demonstrated
9 Parallels IFP Full Build Mixed North 2025
that the level of projected delays is well beyond the accepted criteria.
10 Parallels IFP Full Build Mixed South 2025
Average delays during the afternoon and evening peaked were
11 Parallels With Txy R IFP Full Build Mixed North 2025 reported as over 60 minutes per arrivals and 7 minutes per departure.
12 Parallels With Txy R IFP Full Build Mixed South 2025
For the arrivals, 14% incurred no delay, and 33% some delay, but less
13 Parallels With Txy F ext IFP Full Build Mixed North 2025
than 15 minutes. For the roughly 240 movements between 4pm and
14 Parallels With Txy F ext IFP Full Build Mixed South 2025 8pm, more than half were delayed more than 15 minutes. The arrivals
delays above 15 minutes were almost exclusively air delay,
Notes
symptomatic of the need for additional runway arrival capacity.
1. New runway for arrivals
2. New runway for departures Parallel runway 2015
3. Partial segregated (mixed on existing runway, arrivals on new runway) The capacity of a single arrival and single departure runway
4. All traffic is for 90th percentile (36th rank) projected busy day (segregated mode operations) is not adequate to meet the projected
5. For each scenario traffic was modeled for north and south flow 2015 busy day demand. The delays during the afternoon in particular
were found to be well beyond the thresholds of acceptable delay
TABLE 1-2 MODELING SCENARIOS
established for this study. Additional arrivals capacity is required and it
Figure 1-3 shows the runway modes of operation for these scenarios. was agreed for the projected 2015 busy day traffic levels the existing
1.6. Outcomes runway should be used for mixed mode, and the new runway would be
Base case (no parallel runway) 2015 dedicated to arrivals. Of course, the occasional ultra-long haul
departure requiring the full length of the new parallel runway would be
The catalyst for increasing runway capacity (new runway) can be:
permitted.
deficiency in overall capacity during balanced peak demand
Parallel runway 2025
deficiency in arrival capacity during arrivals peak
At the traffic levels for the projected 2025 busy day, it was clear from
deficiency of departures capacity during departures peak the model outcomes that a single crossing taxiway (Taxiway J) would
result in unacceptable delays to taxiing aircraft. Two way flows
The nominal runway capacity for the existing Calgary airfield, as
between the parallel runways in mixed mode operations creates head-
indicated by NAVCanada and supported by anecdotal benchmarking at
to-head conflicts on Taxiway J.
CALGARY AIRPORT 5
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Description:RUNWAY DEVELOPMENT PROGRAM - AIRFIELD MODEL. 10499R605R YYC
RWY SIM FINAL REPORT.DOCX AIRBIZ 5/11/2009. Contents. 1 EXECUTIVE
