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16 C H A P T E R 3 This chapter provides guidance on when to apply DDFSs. The chapter initially provides general guidance and then more specific guidance on when it is appropriate to prepare a DDFS to address airfield, terminal, landside, environmental, and operational and management issues. It is primarily directed to users. DDFSs require much effort and data to prepare. Although they are indispensable for resolv- ing some problems, in some instances they are excessive or more cost-effective alternatives are available. The decision regarding whether or not to prepare and use a DDFS depends on the size of the airport, the available time and resources, the planning approach being used, the type of problem or issue being addressed, and the expense and potential consequences of the problem or issue being addressed. In some cases, DDFSs do not need to be prepared for the entire design day. These cases are described in more detail in Section 6.2. 3.1 General Guidance Table 3.1 provides a general summary of the circumstances under which a DDFS is likely to be useful. Later tables in this chapter provide more detailed guidance on the appropriate use of DDFSs in addressing specific problems or issues. What is the Airport Size? DDFSs are seldom prepared or used at non-hub or GA airports. Factors that favor the use of DDFSs, such as airport role, the pattern of aircraft activity, project complexity and degree of stakeholder scrutiny, type and cost of the project, expected amount of controversy, likelihood of competing airport activity demands, and available analytical resources, are more likely to apply to large airports than small airports. Often, small airports have a clearly apparent activity peak. If the facilities being analyzed are dependent on peak passenger or aircraft flows and delay is not a significant issue, the DDFS may be truncated to encompass just the peak period and the times immediately preceding and following the peak period. What is the Airport Role? If an airport serves a large number of scheduled aircraft operations, its activity profile can be more effectively described and modeled with a DDFS. If the airport serves mostly unscheduled operations, such as GA operations, hourly distribution profiles may be more appropriate. A DDFS can be prepared using a daily sample of unscheduled operations, but the additional detail may imply a degree of precision that does not exist. What is the Airline Hub Role? Airports that serve as a connecting hub for one or more airlines may have a greater need for a DDFS than spoke airports. The efficient operation of When Should DDFSs Be Used Although DDFSs are indispensable for resolving some problems, in certain instances they are excessive or more cost-effective alternatives are available.
When Should DDFSs Be Used 17 airline connecting banks imposes specific requirements on gates and runway capacity that often necessitate a detailed schedule to fully evaluate. In addition, the O&D versus con- necting passenger split is very different for hubbing airlines versus airlines providing point- to-point service. O&D and connecting passengers have very different effects on terminal building and landside facilities. Therefore, activity profiles need to be developed by airline to accurately define passenger peaks and facility requirements at connecting hub airports. What is the Pattern of Scheduled Activity? At small airports, scheduled activity generally consists of an early morning departure peak and a late evening arrival peak. Identifying the future fleet mix, number of hubs served, and average load factor is often sufficient to identify the peak period passenger flows that drive terminal requirements. At larger airports, with changing market and airline shares and multiple terminals and concourses, a DDFS may be required to describe the changes in sufficient detail to be used for facility planning. Are Airport Constraints Involved? In some instances, an airport has physical or policy con- straints that cannot be feasibly remediated (e.g., slot or gate restrictions) and the effect of these constraints is realized primarily during peak periods. The effect of aircraft and passenger flows at these airports is more accurately modeled using DDFSs than using top-down approaches where peak flows are derived from annual forecasts. Are Capacity Issues Involved? If the planning issue involves adding airfield or terminal build- ing capacity, DDFSs are more likely to be suitable than if the planning issue involves meeting standards, addressing safety, or replacing facilities. DDFSs can provide the level of detail neces- sary to identify the peak flows that need to be accommodated by a variety of facilities at a number of different locations. What Type of Project Is Involved? In general, airfield and passenger terminal projects are well-suited for DDFS analysis, whereas other types of projects, such as GA or landside projects, DDFSs Are More Likely to Be Needed or Useful DDFSs Are Less Likely to Be Needed or Useful Airport Size Large or Medium Hub Non-hub or GA Airport Role High Percentage of Scheduled Operaons Low Percentage of Scheduled Operaons Airline Hub Role Connecng Hub Airport Spoke Airport Pa ern of Aircra Acvity Complex/Changing Simple/Stable Constraints on Aircra Acvity Constraints No constraints Type of Project Capacity Non-capacity Project Category Terminal/Airfield GA/Landside Project Complexity Complex Simple Detailed Follow-on Work Yes No Compeng Airport Acvity Demands High Low Planning Tool(s) Complex Simple Project Cost High Low Degree of Stakeholder Scruny High Low Expected Amount of Controversy High Low Available Analycal Resources High Low Table 3.1. When should DDFSs be used: general guidance.
18 Guidebook for Preparing and Using Airport Design Day Flight Schedules are less suited. Sections 3.2 through 3.6 provide additional guidance on the use of DDFSs for specific types of planning analyses. How Complex Is the Project? Generally, the more complex a proj- ect is in terms of size, number of functions, number of users, inter- action with other facilities, and phasing, the more likely it is to benefit from the detailed information provided by DDFSs and associated planning and simulation models. Will There Be Detailed Follow-on Planning? Immediate planning issue may be of moderate complexity and a DDFS may be advisable but not required. In those instances, the likeli- hood of follow-on planning should be considered. If the follow-on work is likely to require a DDFS, a DDFS should be considered in the first instance to ensure that the results of each planning phase are consistent. Are There Competing Airport Activity Demands? Often, at busy airports, various functions must operate within a small building or area footprint. Reconciling competing demands by multiple users for limited airfield, ramp, and other airport space requires a detailed understanding of demand by these users by time of day, which is usually best provided by a DDFS. What Type(s) of Planning Tool(s) Will Be Used? Planning tools can range from tables in a planning manual to complex simulation models. Most simulation models require a DDFS level of detail as input. What Is the Project Cost? Expensive airport projects tend to be complex and, therefore, more likely to require analyses that entail DDFS inputs. In addition, higher project costs tend to demand more detailed justification and invite closer stakeholder scrutiny. What Is the Degree of Stakeholder Scrutiny? High profile, high cost airport projects become the focus of much stakeholder scrutiny, especially by the airlines. The level of detail provided by a DDFS can help identify each userâs specific anticipated operation and effect on facility require- ments and thereby assist in validation and justification. The simulation models supported by DDFSs can also provide a view of current and future airport operations that is difficult to convey with tables and charts. What Is the Expected Amount of Controversy? The advantages of DDFSs in withstand- ing stakeholder scrutiny can also help with public controversy. The ability to describe airport activity in a way that nontechnical people can understand and to support simulation models helps convey a projectâs purpose and need more directly than tables and charts. What Resources Are Available? DDFSs are labor intensive and can require up to 80â120 person-hours per schedule for a large-hub airport, not counting data collection and up-front modifications of annual forecasts, or subsequent documentation and coordination. As a result, DDFSs are expensive and time-consuming to prepare. This sometimes comes as a surprise to those without prior DDFS experience. Resources required to prepare DDFSs may not be avail- able and, in some circumstances, an answer to a planning problem may be needed before a DDFS and associated planning tools can be applied. Users need to be aware of these resource requirements when determining funding, scheduling, and whether to do the work in-house or retain an outside consultant. Is the Issue an Immediate Issue or a Long-Term Issue? This question does not determine whether or not a DDFS should be used, but it does determine whether a DDFS should repre- sent existing conditions or future conditions. If the DDFS is only needed to represent existing conditions, preparation steps are much simpler. See Chapter 5 for additional guidance. DDFSs are best suited for complex airfield and terminal projects that required detailed analyses of competing needs within a limited airport footprint.
When Should DDFSs Be Used 19 3.2 Specific Guidance for Airside Planning The airside is defined as the runway, taxiway, and apron areas, along with facilities that directly support the airfield, such as aircraft rescue and firefighting and deicing facilities. Table 3.2 sum- marizes when a DDFS should be used for airside planning, including types of airport facilities, types of tools that can be used to analyze or plan these facilities, whether or not a DDFS is required to support these tools, and the alternatives to a DDFS that can be used. Airfield Facility Planning Airfield facility planning involves an assessment of the ability of the existing or proposed airfield to accommodate aircraft movements under a variety of circumstances and often involves Planning Issue Approach DDFS Role Alterna ves to DDFS Ai rf ie ld F ac ili ty P la nn in g Capacity/Delay Simulaon Model Required None Spreadsheet Models Not Required Peak Period/Fleet Mix Forecasts Operaons and Efficiency Simulaon Model Required None Airfield Layout Analysis Not Required Peak Period/Fleet Mix Forecasts Runway Length Spreadsheet Models Not Required Fleet Mix Forecasts Deicing Simula on Model Required None Spreadsheet Models Not Required Peak Period/Fleet Mix Forecasts Ai rc ra P ar ki ng At Gate Gate Alloca on Model Required None Spreadsheet Models Not Required Opera ons/Passenger Forecasts Airline Input Not Required Not applicable Remain Overnight Gate Alloca on Model Required None Spreadsheet Models Not Required Opera ons/Passenger Forecasts Airline Input Not Required Not applicable Ai rf ie ld S af et y Aircra Rescue and Firefigh ng Airfield Layout Analysis Not Required Opera ons/Fleet Mix Forecasts Safety Areas and Zones Airfield Layout Analysis Not Required Opera ons/Fleet Mix Forecasts Incursion Analysis Simula on Model Required None Airfield Layout Analysis Not Required Opera ons/Fleet Mix Forecasts St an da rd s Mee ng FAA Standards Airfield Layout Analysis Not Required Opera ons/Fleet Mix Forecasts Legend Approach that requires a DDFS Approach in which a DDFS is not required Table 3.2. When should a DDFS be used: airside.
20 Guidebook for Preparing and Using Airport Design Day Flight Schedules quantifying the efficiency of the airfield, using metrics such as delay. At many large airports, simulation models are used to evaluate airfield needs and proposed solutions. The decision regarding whether or not to use a DDFS for airfield planning will be influenced by the follow- ing considerations: ⢠New runways or runway extensions usually require FAA funding and extensive environmental review, which then typically warrant the use of simulation modeling and a DDFS. ⢠Runway closure for reconstruction will significantly reduce capacity, albeit temporarily. Detailed simulation modeling and a DDFS are often needed to determine the best phasing and the most effective way to use the runways that remain open. ⢠Runway length analysis is dependent on the critical aircraft types; therefore, an annual fleet mix forecast is sufficient. ⢠If only initial screening of airfield development concepts is required, as in master planning, forecasts of annual and peak period aircraft operations, along with a fleet mix forecast, are sufficient. ⢠For master planning, which will not lead to design or construction without additional planning at a time closer to the implementation date, peak period activity estimates are often sufficient. ⢠At most small airports, airfield capacity is not an issue. The need for new runways, if any, is driven by issues such as wind coverage or redundancy rather than capacity, and DDFSs are generally not necessary. Aircraft Parking Airline aircraft parking requirements are very closely related to gate requirements. At-gate or RON aircraft parking needs can be evaluated at a high level of detail using a DDFS in conjunc- tion with gate allocation models. If less detail is required, ratio methods that directly relate the number of parking positions to annual enplaned passengers or passenger aircraft operations can be used. The use of a DDFS and gate allocation model is appropriate under the following circumstances: ⢠Significant increases in activity that would affect apron use, such as international flights, are anticipated. ⢠Changes in gate-use agreements are anticipated or contemplated. This could involve a change from exclusive-use agreements, under which an airline has sole rights to a gate/parking posi- tion, to common-use agreements, under which airlines share gates and parking positions. ⢠New gates or parking positions that would be costly are anticipated. Additional analysis may be warranted to avoid overbuilding. ACRP Report 25: Airport Passenger Terminal Planning and Design, Volumes 1 and 2 http:// onlinepubs.trb.org/onlinepubs/acrp/acrp_rpt_025v1.pdf provides guidance on estimating passenger aircraft parking requirements at a non-DDFS level of detail. Airlines possess knowledge about their future schedules and their ability to increase aircraft parking utilization (aircraft departures per gate). As this information is generally unavailable to airport planners, input from airlines can also be useful in determining future gate requirements at an airport. Airfield Safety Planning for airfield safety involves applying knowledge of airfield risk factors and FAA stan- dards. DDFSs and simulation models are useful in some instances, such as incursion analysis, but not necessary in most safety assessments.
When Should DDFSs Be Used 21 Standards FAA standards for runway and taxiway design are based on annual measures of airport activity such as total operations and operations by aircraft design group. Therefore, planning to meet FAA airfield standards does not require simulation modeling or preparation of a DDFS. 3.3 Specific Guidance for Terminal Planning The terminal area is defined as the terminal building plus all concourses and gates. Table 3.3 summarizes when DDFSs should be used for terminal area planning, including the types of terminal facilities, the tools typically used to analyze and plan for these facilities, whether a DDFS is required or useful for supporting these tools, and what alternatives to a DDFS can be used. Table 3.3. When should DDFSs be used: terminal area. Planning Issue Approach DDFS Role Alterna ves to DDFS Ga te s Gate Quan ty Gate Alloca on Model Required None Spreadsheet Models Not Required Opera ons/Passenger Forecasts Airline Input Not Required Not Applicable Gate Sizing Gate Alloca on Model Required None Spreadsheet Models Not Required Opera ons/Fleet Mix Forecasts Airline Input Not Required Not Applicable De pa r ng P as se ng er F ac ili e s Ticket Counter Simula on Model Required None Mini-Queuing Model Useful Peak Period Forecasts (O&D) Spreadsheet Models Useful Peak Period Forecasts (O&D) Ticket Queue Simula on Model Required None Mini-Queuing Model Useful Peak Period Forecasts (O&D) Spreadsheet Models Useful Peak Period Forecasts (O&D) Passenger Security Screening Simula on Model Required None Mini-Queuing Model Useful Peak Period Forecasts (O&D) Spreadsheet Models Useful Peak Period Forecasts (O&D) Baggage Security Screening Simula on Model Required None Detailed Planning Analysis Useful Design Day Profile (O&D) Spreadsheet Models Useful Peak Period Forecasts (O&D) Baggage Handling Systems Simula on Model Required None Spreadsheet Models Useful Peak Period Forecasts (Passengers) Baggage Make-Up Area Baggage Make-Up Model Not Required Equivalent Aircra Ra o Methods Not Required Equivalent Aircra Spreadsheet Models Useful Peak Period Forecasts (O&D) Departure Lounges Spreadsheet Models Not Required Gate Requirements Forecasts Legend Approach that requires a DDFS Approach in which a DDFS is useful but not essen al to provide the necessary inputs Approach in which a DDFS is not required (continued on next page)
22 Guidebook for Preparing and Using Airport Design Day Flight Schedules There are four main categories listed in the table, including gates, departing passenger facili- ties, arriving passenger facilities, and other terminal facilities. ACRP Report 25: Airport Passenger Terminal Planning and Design, Volumes 1 and 2 http://onlinepubs.trb.org/onlinepubs/acrp/acrp_ rpt_025v1.pdf provides additional guidance on planning tools for determining terminal facility requirements. The approaches in ACRP Report 25 do not require DDFS inputs, but DDFSs are useful in characterizing and defining the peak periods. Gates The planning techniques used to identify gate requirements are similar to those used to deter- mine passenger aircraft apron requirements (see Section 3.2). Specifically, more detailed analysis Planning Issue Approach DDFS Role Alterna ves to DDFS Ar riv in g Pa ss en ge r Fa ci li es U.S. CBP Simulaon Model Required None Mini-Queuing Model Useful Peak Period Forecasts (O&D) Spreadsheet Models Useful Peak Period Forecasts (O&D) Meeter/Greeter Area Simulaon Model Required None Spreadsheet Models Useful Peak Period Forecasts (O&D) Baggage Claim Simulaon Model Required None Spreadsheet Models Useful Peak Period Forecasts (O&D) O th er T er m in al F ac ili e s Internaonal Re- check Simulaon Model Required None Spreadsheet Models Useful Peak Period Forecasts (O&D) Passenger Conveyance Systems (people movers, escalators & elevators) Simulaon Model Required None Spreadsheet Models Useful Peak Period Forecasts (Passengers) Concourse Circulaon Terminal Layout Analysis Not Required Gate Requirements Forecasts Terminal Circula on Terminal Layout Analysis Not Required Terminal Layout Restrooms - Terminal Spreadsheet Models Useful Peak Period Forecasts (O&D) Restrooms - Concourse Simula on Model Required None Spreadsheet Models Useful Peak Period Forecasts (enplaned/deplaned passengers) Concessions Detailed Retail LocaÂon Planning Useful Design Day Profile Spreadsheet Models Not Required Annual Passenger Forecasts Rental Car Counter and Offices Spreadsheet Models Useful Peak Period Forecasts (O&D) Tenant Input Not Required Not Applicable Airline Offices and Opera ons and Maintenance Airline Input Not Required Not Applicable Legend Approach that requires a DDFS Approach in which a DDFS is useful but not essen al to provide the necessary inputs Approach in which a DDFS is not required Table 3.3. (Continued).
When Should DDFSs Be Used 23 involving a DDFS should be considered if new activity is expected that would affect the intensity of gate use, if changes in lease terms would affect how airlines share gates, or if expansion would be costly. Departing Passenger Facilities Departing passenger facilities consist of ticketing facilities, security screening, baggage make- up areas, and holdrooms that serve departing passengers. Except for holdrooms, the demand for these facilities is determined by numbers of originating passengers. Holdrooms accommodate both originating and connecting passengers. DDFSs should be used when terminal simulation or gate allocation models are involved. Mini-queuing models and spreadsheet analyses require peak period originating passenger fore- casts. DDFSs are useful in characterizing and defining peak period originating passengers, but peak period forecasts are often generated without using a DDFS. Arriving Passenger Facilities Arriving passenger facilities include U.S. CBP facilities, meeter/greeter areas, and baggage claim facilities. The factors that determine if the planning of arriving passenger facilities requires a DDFS are similar to those for departing passenger facilities. One exception is that peak pas- senger flows are determined by deplaning passengers, especially those that are terminating their trips at the airport. Therefore, the timing of the effect on arriving passenger facilities lags the deplaning peak period defined in a DDFS. Other Terminal Facilities International re-check facilities serve international to domestic connecting passengers. The DDFS should be modified to include fields for domestic and international connecting passengers if simulation is used to determine re-check requirements. Some terminal facilities, including concourse and terminal circulation space, passenger con- veyance systems, and rental car counters, serve both arriving and departing passengers. The demand for these facilities is usually estimated using annual numbers of passengers or the con- figuration of other facilities, such as gates. Other facilities, such as airline offices, are not directly affected by peak passenger activity. DDFSs can be useful for estimating the demand for rest- rooms, which is determined by a combination of peak period arriving and departing passengers. Some airport operators have also used the passenger data segmentations provided by DDFSs to help optimize the location of retail concessions. In addition, the following factors should be considered when determining whether or not a DDFS is required for terminal planning: ⢠At large airports that accommodate a wide variety of airlines and passenger characteristics (domestic/international, originating/connecting), determining the appropriate passenger dis- tributions for each departing passenger facility becomes increasingly complex and a terminal simulation model requiring a DDFS may be appropriate. ⢠For detailed analysis that will lead to the design and construction of terminal facilities, and that involves the evaluation of multiple configuration alternatives and alternative phasing options, DDFS-generated daily passenger profiles segmented by category (domestic/international, originating/connecting, or other relevant characteristics) and airline are preferred. ⢠Analyses of the re-use or repurposing of redundant terminal facilities may require a DDFS level of detail to ensure that retained facilities continue to meet airport needs.
24 Guidebook for Preparing and Using Airport Design Day Flight Schedules ⢠For conceptual long-term planning, which will not lead to design or construction without additional planning closer to the implementation date, DDFSs are not required and peak period forecasts are usually sufficient. 3.4 Specific Guidance for Landside Planning The landside area is defined as the portion of the airport that provides ground access to the terminal building and airfield. The landside area encompasses the terminal curbsides, access roads, parking facilities, and all other on-airport ground access facilities, such as mass transit. Table 3.4 summarizes when DDFSs should be used for landside planning, including the types of landside facilities, the tools typically used to analyze and plan for these facilities depending on the level of detail needed, and whether or not a DDFS is required or useful in applying these tools. Roadways and Curbsides Access roads provide access to the curbsides and automobile parking facilities at the airport, and the majority of these facilities are affected by O&D passenger activity. The requirements for the departures curbside and access roads to parking facilities are determined by numbers of origi- nating passengers and their vehicles. Requirements for the arrivals curbside and roads that pro- vide egress from parking facilities are determined by numbers of terminating passengers and their Planning Problem Approach DDFS Role Alterna ves to DDFS Ro ad s a nd C ur bs id es Access Roads Simulaon Model Useful Design Day Profile (O&D) Roadway Layout Analysis Not Required Peak Period Forecasts (O&D) Curbside Capacity - Private Automobile Simula on Model Useful Design Day Profile (O&D) Spreadsheet Models Not Required Peak Period Forecasts (O&D) Curbside Capacity â Commercial Vehicles Simula on Model Useful Design Day Profile (O&D) Spreadsheet Models Not Required Peak Period Forecasts (O&D) Pa rk in g Parking - Hourly SimulaÂon Model Useful Design Day Profile (O&D) Parking -Daily Spreadsheet Models Not Required Design Day Forecasts (O&D) Parking - Long Term Spreadsheet Models Not Required Design Day Forecasts (O&D) Rental Car Spreadsheet Models Not Required Design Day Forecasts (O&D) Entry/Exit Plazas SimulaÂon Model Useful Design Day Profile (O&D) Roadway Layout Analysis Not Required Peak Period Forecasts (O&D) Parking-Taxicab Hold Queuing Models Useful Design Day Profile (O&D) Spreadsheet Models Not Required Peak Period Forecasts (O&D) Parking - Cell Phone Lot Queuing Models Useful Design Day Profile (O&D) Parking - Employee Spreadsheet Models Not Required Design Day Profiles (employees) Spreadsheet Models Not Required Annual Forecasts (employees) Legend Approach in which a DDFS is useful but not essenÂal to provide the necessary inputs Approach in which a DDFS is not required Table 3.4. When should DDFSs be used: landside analysis.
When Should DDFSs Be Used 25 vehicles. Many airports serve both arriving and departing passengers at the same curbside; in this case, demand is determined by a combi- nation of arriving and departing passenger numbers. Curbside and roadway requirements are highly sensitive to the configuration of the airport, the separation of different types of demand (e.g., passen- gers versus employees), and separation by vehicle type (e.g., private automobile versus commercial vehicle). Therefore, simulation mod- els using design day vehicle profiles are often used to simulate these more complex interactions. DDFSs are not directly used as inputs to these traffic simulation models, but they can be used to generate originating and terminating passenger profiles, which are then used to generate design day vehicle profiles to be used as inputs to the traffic models. As is the case with terminal facilities, curbside peaks are displaced from enplaning and deplan- ing passenger peaks in a DDFS, although lead times for departing passengers and lag times for arriving passengers are greater. Therefore, the connection between enplaning/deplaning passenger peaks and curbside and roadway peaks tends to be more tenuous than those seen in the terminal. In addition, the demand on roadways and curbsides will depend on the airport-specific passenger transportation mode. Transportation mode is sensitive to whether the passenger is a resident or a nonresident, which, in turn, is sensitive to time of day. See the ACRP Web Only Document (WOD) 14: Guidelines for Preparing Peak Period and Operational Profiles (Appendix K) http:// onlinepubs.trb.org/onlinepubs/acrp/acrp_w014.pdf for more discussion. When choosing whether or not to use a DDFS for access roadway or curbside analysis, the following should be considered: ⢠At a multiple terminal airport, where loads at curbside may depend on which airlines are assigned to which terminals, terminal-specific design day vehicle profiles based on a DDFS may be required. ⢠For conceptual long-term planning, peak period forecasts derived from design day profiles should be sufficient. Alternatively, an empirical analysis based on identifying the current dis- tribution of vehicle traffic by time of day and scaling up based on increases in numbers of originating passengers may be more cost-effective. Automobile Parking Automobile parking can be categorized as short-term, daily, and long-term. The short-term parking category includes hourly parking, cell phone lots, and taxicab hold areas. Planning for these facilities typically relies on design day vehicle profiles, which can be indirectly generated by DDFSs. As is the case with curbside facilities, short-term parking peaks are displaced from the enplaning and deplaning passenger peaks in DDFSs. Longer-term parking demand is dependent on the accumulation of demand rather than peak demand flows. Therefore, for these types of parking facilities, design day forecasts of O&D traffic are sufficient to forecast requirements and a DDFS is not required. The sizing of entry and exit parking plazas is dependent on peak traffic flows. More detailed analyses use simulation, similar to the more detailed roadway and curbside analyses. 3.5 Specific Guidance for Environmental Planning Most quantitative airport activity-related environmental planning involves noise and air quality analyses. The tools used to conduct these analyses may differ depending on if the focus is the airside or the landside. Table 3.5 summarizes when DDFSs should be used for environmental DDFSs can be used to generate originat- ing and terminating passenger profiles, which are then used to generate design day vehicle profiles to be used as inputs to the traffic models.
26 Guidebook for Preparing and Using Airport Design Day Flight Schedules planning, including the types of environmental impacts, the tools typically used to analyze the types of environmental impacts depending on the level of detail needed, and whether or not a DDFS is useful or required to use these tools. There are many additional environmental impact categories, such as historic and archaeological resources, fish and wildlife, endangered species, socioeconomic impacts, and hazardous materials, but their analyses are not dependent on mea- sures of passenger or aircraft activity and, therefore, a DDFS is not required. Noise Analysis In most instances, noise analysis is governed by Title 14 of the Code of Federal Regulations Part 150 (14 CFR Part 150) and FAA National Environmental Policy Act (NEPA) guidance in FAA Order 1050.1F, Policies and Procedures for Considering Environmental Impacts, and FAA Order 5050.4B, National Environmental Policy Act (NEPA) Implementing Instructions for Airport Actions. Therefore, there is less flexibility in choosing analytical tools in environmental planning than in facility planning. The FAA now requires use of the AEDT to calculate aircraft and airspace noise impacts as well as airside and landside air quality impacts. In effect, AEDT has replaced the Integrated Noise Model (INM), the Noise Integrated Routing System (NIRS), and the Emissions and Dispersion Modeling System (EDMS), but the same inputs are used depending on the specific analysis required. Using AEDT to evaluate airspace related noise impacts, especially in multi-airport areas, gen- erally requires a DDFS to provide the proper level of detail to model complex routes. For a Planning Issue Approach DDFS Role Alterna ves to DDFS N oi se Noise - Landside TNM Useful Design Day Profile (O&D) Noise - Airside AEDT Useful Day/Night and Stage Length Profiles AEM Not Required Day/Night Profile Noise - Airspace AEDT Required None AEST Useful AnÂcipated Change in Aircra OperaÂons Profile Ai r Q ua lit y Inventory AEDT/MOVES2014 Not Required Average Annual Day Fleet Mix Dispersion - Airside AEDT/MOVES2014 Required None Dispersion - Landside AEDT/MOVES2014 Useful Design Day Profile (O&D) Legend Approach that requires a DDFS Approach in which a DDFS is useful but not essenÂal to provide the necessary inputs Approach in which a DDFS is not required DefiniÂons: AEDT â AviaÂon Environmental Design Tool AEM â Area Equivalent Model (spreadsheet model) AEST â AviaÂon Environmental Screening Tool MOVES2014 â Motor Vehicle Emissions Simulator TNM â Traffic Noise Model Table 3.5. When should DDFSs be used: environmental analysis.
When Should DDFSs Be Used 27 single airport, the AEDT can be used to estimate aircraft noise impacts using average annual day aircraft operations segmented by day/night split, stage length, and aircraft type; therefore, a DDFS is not required. However, a DDFS can be used in conjunction with an airfield simulation model to estimate future aircraft delays that may affect noise results, which cannot be evaluated using a day/night split. The AEM is a simpler spreadsheet analysis, but it is limited to use as a screening tool to deter- mine if a change in aircraft fleet mix will create a significant change in noise exposure. Airports generate noise from vehicular traffic as well as aircraft operations. These landside noise impacts can be estimated using models such as the Traffic Noise Model (TNM), which requires an average annual day profile of vehicle movements, which as noted earlier, can be estimated using a DDFS. The effect of small, incremental changes to airspace use and related noise can be evalu- ated using the Aviation Environmental Screening Tool (AEST) and the AEDT Plug-in within the Terminal Area Route Generation, Evaluation, and Traffic Simulation (TARGETS) tool for environmental screening. Air Quality Analysis Similar to noise analysis, air quality analysis is directed by FAA and U.S. EPA regulations and the FAA now requires use of the AEDT in conjunction with other air quality analysis models. The AEDT is currently used to prepare air quality inventories and to conduct air quality disper- sion analysis related to airport activity. The inventory analysis requires a fleet mix for the average annual day; therefore, a DDFS is not needed. The dispersion analysis information needs are more detailed and require output from an airfield simulation model; therefore, a DDFS is required as an initial forecast input. In addition, the AEDT needs to be supplemented with inputs from the Motor Vehicle Emissions Simulator (MOVES2014) to assess ground vehicle emissions and emissions from off-road mobile sources, such as ground support equipment (GSE). 3.6 Specific Guidance for Operations and Management The operators of airports and airport tenants are increasingly relying on DDFSs to help manage their operations. The characteristics of DDFSs used for operations and management differ somewhat from those used for planning purposes. DDFSs used to assist with operations tend to be real-time or short-term (1 to 2 years out at most), whereas those used for planning often extend 10 or 20 years. Table 3.6 summarizes when DDFSs should be used for operations and management, including the types of operations and management issues, the tools typi- cally used to manage these types of issues, and whether or not a DDFS is useful or required to employ these tools. Some airport operators use proprietary gate management software or hire vendors to help optimize the use of their gates in real-time to account for deviations in aircraft arrivals and departures from their scheduled times. The gate management models incorporate information from the Aircraft Communications Addressing and Reporting System (ACARS), the Aircraft Situation Display to Industry (ASDI), and screen captures from airport Flight Information Dis- play Systems (FIDS) to update estimated arrival and departure times and optimally balance gate availability and needs on an ongoing basis. DDFSs prepared using available published future airline schedules are used to help determine medium-term gate requirements and allocate common-use gates over the next 6 to 24 months. DDFSs can also be used in scenario planning to evaluate terminal facility effects resulting from
28 Guidebook for Preparing and Using Airport Design Day Flight Schedules reassigning airline gates and concourses. Alternatively, gate requirements and allocations can be based on airline input, in which case a DDFS is not needed. Airport noise monitoring systems combine data from a variety of sources, including ASDI, airline schedules, radar data, and flight plans, to automatically assemble a profile of activity simi- lar to a DDFS. However, aside from airline schedules, these systems do not require a separately prepared DDFS as input. Some airport operators, airport tenants, and government agencies use short-term and medium-term DDFSs to help determine staffing levels by time and location. At times, DDFSs are also used to assign resources to eliminate potential passenger bottlenecks before they occur. Gate management models can also be used to help match aircraft to gates and aircraft parking positions, including hardstands, in case of irregular operations from adverse weather conditions or other disruptions. 3.7 Future Considerations for DDFS Use DDFS uses listed on Tables 3.1 through 3.6 are not exhaustive. Some airport operators are contemplating using DDFSs for utility and energy management, peak pricing of facilities and services, GSE needs, and concessions planning. Others are considering using DDFS-generated passenger flows to design and manage interfaces with non-airport functions, such as rail transit and truck cargo. Irregular operations planning can also be enhanced by the use of DDFSs that are modified to represent operations disrupted by adverse weather conditions or security breaches. Operaons/ Management Issue Approach Is a DDFS Required? Alternaves to DDFS O pe ra o ns a nd M an ag em en t Gate Management - Short-Term Gate Management Models Required None Gate Management - Medium Term Gate Allocaon Models Required None Airline Input Not Required Not Applicable Staffing Staffing Models Useful Design Day Profile Irregular Operaons Gate Management Models Required None Legend Approach that requires a DDFS Approach in which a DDFS is useful but not essenal to provide the necessary inputs Approach in which a DDFS is not required Table 3.6. When should DDFSs be used: operations and management.
