DEVELOPMENT OF A MASTER PLAN FOR AIRPORTS WITH VISSIM SUPPORT VISSIM USER S GROUP MEETING May 1 st 2009 Portland, Or Luis E. Maumejean Multiservicios Integrales de America S.A. de C.V. lmn@mia.com.mx
OUR ROLE IN THE PROBLEM Multiservicios Integrales de America is part of a consulting group with experience since 1989 Consulting, Strategic Planning, Project development, Design Infrastructure projects & Modeling Transit & Transportation, Organization Ports, Airports, Highways, urban networks, Railroads Interaction with Airport authorities created the opportunity to develop a new approach in analyzing Demand Capacity through simulation which we promoted using VISSIM Today we have more than 10 projects using simulation of airport operationindifferent in segments, air, transit, passengers, cargo and others.
BACKGROUND Approach fist used in 2004 Growing gradually in functions Simulation of individual flows, Air & vehicles Passengers & terminal services Other installations Virtual modeling Flows coordination Economic evaluation Used in more than 10 airports (different levels of detail) T1 expansion of AICM Mexico City T2 New construction Master plan of Ciudad Obregon, Loreto, Guaymas, and others
FRAMEWORK The Development andactualizationofmasterplansfor actualization of for operational Airports in Mexico, requires several studies to be completed, with a scope up to 30 yrs. These studies must be actualized every 5 yr. The objective of these studies is to propose several projects, mainly infrastructure, t for coping with the expected tddemand dand make an evaluation of projected enhancements to the installations against the actual situation measuring the social and economic feasibility of the proposed projects. The use of VISSIM in the simulation process was a favorable decision in the process.
Flow Diagram Phase 1 Previous activities Define objectives Select approach Phase 2 VISSIM Platform Construction of Geometry Phase 3 Modeling VISSIM Calibration & modeling Testing Phase 4 Evaluation Urban Impact Measuring of flows New infrastructure Sensitivity analysis Environmental evaluation Virtual modeling Operation reports Economic Evaluation
Phase 1 Previous activities Objective Measure bottlenecks and required enhancements of installations and organizationation Measure convenience of Suggested infrastructure investments Select approach to modeling: Importance of a virtual model Coordination of flows via virtual signal controllers Put Vs Free flow Framework of Air regulations Capacity of services
Phase 2 VISSIM Platform Geometry loading: Airplanes: air, runways, exit, taxiing, apron, parking, Vehicles: Internal, external, special & auxiliary Measuring of Flows Field measurement of specific flows: Air traffic, passengers, vehicles, cargo, special flows Trajectories (routes): Available, permitted, frequently used Virtual modeling Static & Dynamic
Phase 3 Simulation VISSIM Modeling Parameters Loading Signal controllers, detectors, Routing Peak Hours Calibration Response to different conditions Adjustments Sensitivity analysis Specific conditions New projects Reports
Phase 4 Evaluation Urban Impact Urban growth Road and streets from Airport to city Environmental Evaluation Noise model Fauna control Vegetation control Residues and hazardous materials Energy consumption Economic Evaluation Income, Expenses, Investments, cash flows
Assumptions Among the principal characteristics of the simulation are: The demand is projected outside the simulation process and included asspecific specific flows in each network The equilibrium of demands from each segment must be coherent with the other segments,,giving gcontinuity to the flows in the airport. Signal control must be coordinated among the several coincident segment flows. New investments, enhancement and proposed growth is supported by simulation and selected with experts to be tested
Segments of service Several aspects are considered in the creation of the model: Infrastructure and capacity, Expected demand and Operational procedures. Segments of services: 1. Air operation including aerial space and restrictions 2. Terminal Building 3. Other installations 4. Luggage and cargo handling 5. Vehicles operation
1. Air operation Air operation including aerial space and restrictions (for commercial, regional and general aviation) Importance on Air space regulation of rate of access Air space restrictions Orography Runways, exits & taxiways Access to terminal building Aprons Airplane parking locations Gates
Model w/air trajectories Air operation
Network Links Air operation
Air operation Controlled signals for use of runways
Air operation Detectors in runways and taxiing streets
Runway blocked Air operation
Runway free Air operation
Air operation Controlled signals for airplane access and exit from position
Stops for maneuvering Air operation
Reduced speed zones Air operation
AERIAL SPACE, RUNWAYS AND APRON
2. Terminal Buildings Terminal Building including all areas related to flows Air side and land side including arrivals and departures flows for passengers and visitors, Ticketing counters, Waiting areas, Filters and Gates Luggage General service areas.
OLD TERMINAL AND NEW TERMINAL BUILDINGS Pedestrian Flows in Terminal Building Flows triggerd by airplanes and vehicles flows
OLD TERMINAL AND NEW TERMINAL BUILDINGS
TERMINAL EXTERIOR: LANDSIDE AND AIRSIDE TERMINAL INTERIOR: COUNTERS AND WAITING AREAS
3. Other installations Other installations such as Control Tower, Aerial control, Emergency services in Platforms and runways, Fuel deposits, Warehouses and special installations, Commercial services inside the buildings.
CONTROL TOWER & AERIAL CONTROL
EMERGENCY STATION & FUEL DEPOSITS
4. Luggage and cargo Luggage and cargo handling, flows and deposits inside and outside the terminal building. Pakcages and Baggage flows are triggered from Airplane and vehicles positions
BAGGAGE AREA
5. Vehicles operation Vehicles operationservicing Internal road network. Mi Main sidewalk, Parking lots, Access streets
Vehicles operation Vehicular traffic in road network
PARKING LOTS
Results Example Runway capacity Runway 13 Runway 31 Runway 13 Runway 31 Landing Landing Take off Take off Reqd. Length 12198 m 10125 m 1789 m 1309 m Time (seg) 277 254 131 163 206 Capac (ops/hr) 13 14 28 22 19 Emergency services. Fire truck displacement efficiency Variable Vehicle Max. Distance to event Average speed Valor Fire truck 2568.84 m 73.3 Km/hr Average Acceleration 0.3 +0.3 m/s 2 Time 140 seg ge Avera
Results Main results Capacity of the installations Physical restrictions Unbalance of capacities ii for each service Recommendation for expansions / modifications Evaluation of Suggested improvements Economic evaluation Sensitivity capabilities Clear dynamic presentation The results reasonably satisfied the established requirements and strengthen the use of dynamic model simulation, specifically VISSIM, as a powerful tool in fulfilling the objectives.