Runway Capacity Examples:

Two Dependent Runways and 3 Runways

CEE 4674
Analysis of Air Transportation Systems

Dr. Antonio A. Trani

Professor

Virginia Tech - Air Transportation Systems Laboratory

 Example:
Two Dependent Parallel Runways

Virginia Tech - Air Transportation Systems Laboratory 2

 Problem Statement
• An airport has two parallel runways separated 800 meters
away form each other (oriented 090-270 degrees)
• The following parameters are known for this airport

• The airport operates under IFR conditions with the

following separation matrices:

Arrival-Arrival

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Problem Statement
• Departure-Departure Separations

Departure-Departure

• Other parameters

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Questions

• Draw the Pareto capacity diagram for the airport if one

runway is used for arrivals and one for departures
• Draw the Pareto capacity diagram for the airport if both
runways are used in mixed operations mode (i.e., arrivals
and departures on both runways). Do the analysis for IFR
operations.

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Solution

Using the Excel Spreadsheet for Calculations

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Airport Runway Segregated Operations
• Two parallel runways spaced 800 meters away (2,624 feet)
• Recall: FAA requires minimum of 2,500 feet and an airport
surveillance radar system to allow one runway for arrivals
and its parallel one for departures

Arrivals runway

800 meters (2,624 ft)

Departures runway

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 FAA Rule for Segregated Operations
(see Notes # 5 Runway Separations)

When a surveillance radar is available at the airport,

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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Pareto Diagram for Segregated Operations

Arrivals and
Departures
Arrivals-only Capacity
Capacity

Departures only
Capacity

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Airport with Both Runways under Mixed
Operations
• Two parallel runways spaced 800 meters away (2,624 feet)
• Recall: FAA requires minimum of 3000 feet and a PRM
(Precision Runway Monitor) system to allow simultaneous
independent parallel approaches
• Therefore: runways are operated with dependent arrivals
but independent departures (2 rules)

Dependent
Independent Arrivals
800 meters (2,624 ft)
Departures

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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FAA Rule for Dependent Runway Arrival Operations
(see Notes # 5 Runway Separations)

When a surveillance radar is available at the airport,

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 FAA Rule for Independent Runway Departure
Operations (Notes # 5 Runway Separations)
When a surveillance radar is available at the airport,

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Solution for Dependent Arrivals
• Arrival to both runways are dependent
• Select a primary runway for analysis and then select the
runway that is dependent on the primary runway (called
secondary runway)

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Solution and Analysis

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Example Interpretation of Analysis

• When a large-large sequence exists, the arrival gap (110

seconds) is not large enough to allow a diagonal separation of
1.5 nm for an arrival on the secondary runway
• When large-small sequence exist, the arrival gap allows an
arrival on the secondary runway

Primary
Large Large Small
runway
110 s 262 s

Secondary
runway

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Solution for Diagonal Arrivals
• This solutions uses the rule that 1.5 nm is needed between
diagonally operated tracks

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Solution Ideas

• Note that for each arrival on the secondary runway we need

to account for possible buffers (or position errors) since
controllers do not have a fast update of the aircraft position
in their radar scopes. The aircraft landing in the secondary
runway thus pose a higher challenge to the air traffic
controller because they require two buffers computed
between arrivals in the primary runway.
• The minimum expected gap without buffers allowing an
aircraft arrival on the secondary runway is calculated to be
5,320 meters (using simple geometry).

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Solution

• A 5,320 meters distance translates into the following

headways for each one of the three aircraft groups operating
at this facility:
• Tgap – heavy = 69 seconds
• Tgap – large = 74 seconds
• Tgap – small = 103 seconds
• The expected headway for minimum gap (no buffers) is :
(0.3) 103 + (0.4) (74) + (0.3) (69) = 81 seconds.

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Diagonal Separation Solution

• Lets add two buffers of 33 seconds to simulate probability

of violations of 5% (consistent with human factor studies)
• This brings the minimum gap for an arrival on the second
runway to be : 147 seconds
• Now lets find gaps between successive arrivals on the
primary runway with at least a gap of 140 seconds. The
matrix of successive arrivals on the primary runway is
shown below

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Solution
• Lets add two buffers of 33 seconds to simulate probability
of violations of 5% (consistent with human factor studies)
• This brings the minimum gap for an arrival on the second
runway to be : 147 seconds
• Now lets find gaps between successive arrivals on the
primary runway with at least a gap of 140 seconds. The
matrix of successive arrivals on the primary runway is
shown below

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Solution

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Solution

• Knowing the probability matrix for both runways, we can

estimate the number of gaps where sufficient headway exit
allowing and arrivals on the secondary runway

• The approach is similar to that explained in class and

executed in the Excel program to estimate departures in the
mixed mode case (see rows 93-97 in the Excel spreadsheet)

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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Solution for Primary Runway

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Remarks

• If all conditions are met as stated, the airport can process 23

+ 9 = 32 arrivals per hour under the strategy that one
runway is used at the saturation level and the second one is
only used when available gaps on the primary allow arrivals
in the secondary runway.
• To estimate the number of departures when the arrivals is
9.2 per hour we turn our attention to the original Pareto
diagram for the primary runway only.
• The figure suggests that if arrivals are processed at a rate of
9/hr, we could process 33 departures/hr on the same
runway.

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Remarks

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Remarks
• This provides a first estimate of the number of departures
on the secondary runway when 9 arrivals are processed in
the same runway
• The primary runway handles 17 departures and 23 arrivals
per hour
• Therefore, the new close-parallel configuration will handle
(17 + 33 = 50) departures and 32 arrivals on two runways
• When only departures are allowed, the number of
departures just doubles compared to the single runway case
(i.e., 80 departures per hour as shown in the Pareto
diagram)

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Final Solution

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Example:
Three Dependent Runways

Virginia Tech - Air Transportation Systems Laboratory 28

 Problem Description
• The airport to be studied in this problem is shown in Figure 1
• The airport has two 9,000 foot runways with a configuration
shown in the Figure 1 (see Page 5)
• The airport has an airport surveillance radar (ASR) which
tracks aircraft up to 60 miles form the airport site
• Tables 1 and 2 show the typical ATC separations at the
airport under IMC conditions
• Tables 3 and 4 show the separations under VMC conditions
• The airport has the following technical parameters: a) in-trail
delivery error of 16 seconds, b) departure-arrival separation
for both VMC and IMC conditions is 2 nautical miles, c)
probability of violation is 5%
• Arriving aircraft are “vectored” by ATC to the final approach
fix (see Figure) located 7 miles from the runway threshold
Virginia Tech - Air Transportation Systems Laboratory 29
 Problem Description

• The airport has an aircraft fleet mix made up of 10%

small, 65% large and 25% heavy wake class aircraft

• The characteristics of the aircraft are given in Table 5

• Observed runway occupancy times in the field are: 48,

55, and 62 seconds for small, large and heavy aircraft,
respectively

• Assume the 3-point runway deceleration calculation

method applies to this problem to estimate the time to
cross the intersection

Virginia Tech - Air Transportation Systems Laboratory 30

 Problem Description
• In your analysis assume departing aircraft accelerate on
the runway at a constant rate of 2.2 m/s2

• Assume that ATC controllers release departures on

runway 18-36, around 10 seconds after an arriving
aircraft crosses the intersection between runways
09L-27R and 18-36

• Arrivals and departures are not airborne at the

intersection

• For departures on runway 18-36 to occur, it is desired

that when the departing aircraft is released from the
takeoff position, the next arrival to runway 09L be no
less than 2.0 nm from the arrival threshold

• This rule is used by ATC controllers to schedule

departures on runway 36

Virginia Tech - Air Transportation Systems Laboratory 31

Problem Description

Virginia Tech - Air Transportation Systems Laboratory 32

 Problem Description
(IFR Separations)
Table 1. Minimum arrival-arrival separations under IMC conditions. Values in are nautical miles.

Table 2. Minimum departure-departure separations under IMC conditions. Values in are in seconds.

Virginia Tech - Air Transportation Systems Laboratory 33

 Problem Description
(VFR Separations)
Table 3. Minimum arrival-arrival separations under VMC conditions. Values in are nautical miles.

Table 4. Minimum departure-departure separations under IMC conditions. Values in are in seconds.

Virginia Tech - Air Transportation Systems Laboratory 34

 Problem Description
(Runway Performance)
Table 5. Runway Performance Data.

Aircraft Group Parameters Representative Aircraft

Small aircraft Approach speed = 125 knots Cessna Citation 560, Citation
Touchdown location = 1,200 feet 500, Beechcraft Jet 400
Average deceleration = -4.2 ft/s2
Free roll time = 2.0 seconds
(after touchdown and before
braking)
Large aircraft Approach speed = 145 knots Boeing 737-400 (B-737-400),
Touchdown location = 1,300 feet Airbus A320 (A-320-200)
Average deceleration = -4.2 ft/s2
Free roll time = 2.0 seconds
Heavy aircraft Approach speed = 155 knots Boeing 747-400, Airbus
Touchdown location = 1,400 feet A340-600
Average deceleration = -4.2 ft/s2
Free roll time = 2.0 seconds

Virginia Tech - Air Transportation Systems Laboratory 35

 Questions
1.Calculate the arrival-departure saturation capacity
diagram (Pareto diagram) under IMC conditions for
this airport
2.Calculate the arrival-departure saturation capacity
diagram (Pareto diagram) under VMC conditions for
this airport

• State all your assumptions in your calculations

Virginia Tech - Air Transportation Systems Laboratory 36

 Solution Steps to the Problem

• Start with a single runway analysis for IMC

conditions

• Identify interactions between runways

• Use the principle of superposition whenever

possible (i.e., study independent runways and
then add their capacity)

• Set-up a manual simulation scheme to look at

various operational strategies for the airport

Virginia Tech - Air Transportation Systems Laboratory 37

 Single Runway Analysis
(Arrival Operations)
• Use the spreadsheet program provided in class or your
own manual calculations

IFR
Conditions

Arrivals-Only
Capacity
30.98 per
hour

Virginia Tech - Air Transportation Systems Laboratory 38

Single Runway Analysis
(departure operations)

IFR
Conditions

Departures-
Only
Capacity
45.07 per
hour

Virginia Tech - Air Transportation Systems Laboratory 39

 IFR Capacity Pareto Diagram
(Single Runway Analysis)
Saturation Capacity for a Single Runway at the Airport
under Various Operational Conditions. The diagram applies
to one runway (either 09L-27R or 09R-27L)

(0,31) (8,31) IFR

(24,25) Conditions

(45,0)

Virginia Tech - Air Transportation Systems Laboratory 40

 IFR Capacity Pareto Diagram
(Two Parallel and Independent Runways)
Saturation Capacity for two runways at the Airport under
Various Operational Conditions. The diagram applies to
one runway (either 09L-27R or 09R-27L)

(0,62) (16,62)
IFR
(48,51) Conditions

(90,0)

Virginia Tech - Air Transportation Systems Laboratory 41

 VFR Capacity Pareto Diagram
(Single Runway Analysis)
Saturation Capacity for a Single Runway at the Airport
under Various Operational Conditions. The diagram applies
to one runway (either 09L-27R or 09R-27L)

(0,35) (10,35) VFR

Conditions
(25,26)

(56,0)

Virginia Tech - Air Transportation Systems Laboratory 42

 VFR Capacity Pareto Diagram
(Two Parallel and Independent Runways)
Saturation Capacity for a Single Runway at the Airport
under Various Operational Conditions. The diagram applies
to one runway (either 09L-27R or 09R-27L)

(0,70) (20,70) VFR

Conditions
(50,52)

(112,0)

Virginia Tech - Air Transportation Systems Laboratory 43

 Observations

• Arrivals on runways 09L and 09R are

independent (> 4300 ft separation) (radar
available)

• The Pareto diagram found for one runway

replicates for the second parallel runway (also
used in mixed operations mode)

• The arrivals-only saturation capacity of the

two-runway system is 62 per hour

• The departures-only saturation capacity for

two parallel runways is 90 per hour

Virginia Tech - Air Transportation Systems Laboratory 44

 Detailed Analysis for Intersecting
Runways
• The intersecting runway is treated as another
asset at the airport

• Need to answer the fundamental questions:

• Are there any gaps left by successive arrivals

(do nothing) allowing departures from runway
36?

• Quantify the capacity benefit for IFR

conditions

Virginia Tech - Air Transportation Systems Laboratory 45

 Approach
• Visualize the situation by drawing various
operations

• Determine the added number of departures on

runway 36 allowed with the “natural” arrival
gaps on runway 09L

• Assume that departures on runway 09L are

not processed since runway 36 offers clear
advantages

• The diagrams that follow illustrate various

steps in the sequence of events likely to
happen at the airport as “closing” case,
pairwise arrival sequences
Virginia Tech - Air Transportation Systems Laboratory 46
Aircraft Positions at Time t = 0 s

minimum separation
+ buffer

Bij
δ ij + Vj
3600
Vj in knots
Bij in seconds Aircraft 1 crosses runway 09L
threshold . Aircraft 3 follows in-
trail at the required separation
behind aircraft 1
Virginia Tech - Air Transportation Systems Laboratory 47
Calculations of Travel Time for Landing
Aircraft to Cross Runway Intersection
• Calculation of the travel times from threshold
crossing point to runway intersection point

• The travel times to cross the intersection of

runway 18-36 (as the aircraft lands on runway
09L) are: 5.8, 5.0 and 4.6 seconds for small,
large and heavy aircraft, respectively

• These travel times influence the ATC tower

controller (i.e. local controller) decision on
when to clear a departure on the crossing
runway

Virginia Tech - Air Transportation Systems Laboratory 48

Calculations of Travel Time to Cross
Runway Intersection for Departing
Aircraft on Runway 36
1 2
S = V i t + at
2 Aircraft departing
t =
2 2S runway 36 take ~23
a seconds to cross the
t=
2S runway intersection
a

2S 2(555.6 m)
t= = 2
= 22.5 seconds
a 2.2 m/s

Virginia Tech - Air Transportation Systems Laboratory 49

 Aircraft Positions at Time t=6 s

Aircraft Positions
at time = 6 seconds
Aircraft 3
Runway 09L

Aircraft 1 Runway 27R

crosses the
Bij 6 runway intersection
δ ij + Vj − (Vj )
3600 3600 Aircraft 2
where:
Runway 36
Bij is the buffer time in seconds
Vj is the following aircraft speed
in knots
Virginia Tech - Air Transportation Systems Laboratory 50
 Aircraft Positions at Time t=16 s
Runway 36

Aircraft 2 starts its takeoff roll

10 seconds after aircraft 1 clears
the intersection (this accounts
for ATC situational awareness) Aircraft Positions
at time = 16 seconds

Aircraft 3 Runway 09L

Aircraft 1 Runway 27R

Bij 16
δ ij + Vj − (Vj ) Aircraft 2
3600 3600 starts its takeoff
where: roll
Bij in seconds
Vj in knots

Virginia Tech - Air Transportation Systems Laboratory 51

 Aircraft Positions at Time t = 39 s
Aircraft 2 just crossed the runway
intersection after a takeoff roll of Aircraft Positions
23 seconds to reach the at time = 39
intersection point seconds

Aircraft 2
Aircraft 3 Runway 09L Aircraft 1

Runway 27R

Bij 39
δ ij + Vj − (Vj )
3600 3600
where:
Runway 36
Bij in seconds
Vj in knots

Virginia Tech - Air Transportation Systems Laboratory 52

 Critical Distance at t = 39 s
At t=39 seconds, the distance
from runway threshold 09L to Aircraft Positions
aircraft 3 has to be equal or greater at time = 39
seconds
than 2.0 nm
Aircraft 2
Aircraft 3 Runway 09L Aircraft 1

Runway 27R

Bij 39
δ = 2.5 nm = δ ij + Vj − (Vj )
3600 3600
Bij 39
δ ij + Vj − Vj ≥ 2.0 nm Runway 36
3600 3600
Condition to release a departure between
arrival gaps
Virginia Tech - Air Transportation Systems Laboratory 53
 General Observations
• The time period between the leading aircraft arrival
(i) on runway 09L and a single departure on runway
36 is around 39 seconds. Define,

t n − 36 = time for n departures on runway 36

t1− 36 = 39 seconds
t 2 − 36 = (39 + 80) = 119 seconds
t 3− 36 = (39 + 80 + 80) = 199 seconds
t n − 36 = 39 + E(t d )(n − 1) seconds
where:
n = number of departures on runway 36
per arrival gap on runway 09L
E(t d ) = expected value of time between
successive departures on runway 36

Virginia Tech - Air Transportation Systems Laboratory 54

 General Observations

t n − 36 = time for n departures on runway 36

• For each successive pair of arrivals on the
primary runway (runway 09L-27R), we would
have to subtract ( t n − 36 ) seconds and check
the suitability of each natural gap to release n
departures on runway 36

• The procedure is analogous to a single

runway with mixed operations

Virginia Tech - Air Transportation Systems Laboratory 55

Analysis of Crossing Runway Operations
(IFR Case)
Arrival-arrival
matrix (Tij+Bij)

- 39 seconds

Time left
for following
aircraft to reach
runway 09L
threshold

Virginia Tech - Air Transportation Systems Laboratory 56

Analysis of Crossing Runway Operations
(IFR Case)
Distance
between
following aircraft
on runway 09L
to runway
threshold
Bij 39
verify δ ij + Vj − Vj ≥ 2.0 nm
3600 3600

Potential
departures on
runway 36 per
arrival gap on
runway 09L
Virginia Tech - Air Transportation Systems Laboratory 57
Analysis of Crossing Runway Operations
(IFR Case)
EDg −ij = Pij DGijTG
EDg −ij = equivalent departures per gap between
aircraft i and j
Pij = probability of i following j
DGij = Departures per gap between i and j
TG = total gaps per hour

Sample calculation

EDs − s = 0.010 *1.0 * (30.97 − 1) = 0.3

Total departures
on runway 36
considering all
arrival gaps on
runway 09L
Virginia Tech - Air Transportation Systems Laboratory 58
 Preliminary Conclusions
• The total number of departures on runway 36
is estimated to be 33 per hour

• This is slightly more than the number of

arrivals on the primary runway (09L)

• Processing departures on runway 36 is

advantageous:

• 8 departures on runway 09L-27R per hour

• 33 departures on runway 36-18 per hour

• Both results assume arrival priority on

runway 09L-27R

Virginia Tech - Air Transportation Systems Laboratory 59

 Extending the Analysis for
Runway 09L and 36 as Dependent Pair
• It is clear that departures operations on
runway 36 are clearly coupled to arrivals to
runway 09L

• Now we study the situation where arrival gaps

on runway 09L are increased allowing more
departures on runway 36

• As arrival gaps grow to infinity, the number of

departures on runway 36 increase to 45 per
hour

• The advantages in the Pareto diagram are

shown in the next page
Virginia Tech - Air Transportation Systems Laboratory 60
 IFR Capacity Pareto Diagram
(Runways 09L and 36 as Coupled Pair)
Saturation capacity for two runways operated with dependent
operations. Arrivals on runway 09L, departures on runway 36.

Arrivals on runway 09L,

departures on runway 36

Mixed operations
on runway 09L

IFR
Conditions

Virginia Tech - Air Transportation Systems Laboratory 61

 Capacity Benefits
• It is clear that an expansion of the Pareto diagram is a
benefit to the capacity of the airport

• Consider an operating point where the coupled runway pair

handles 33 departures and 31 arrivals, the single runway
09L in mixed operations can only process 33 departures and
and 15 arrivals

Arrivals on runway 09L,

departures on runway 36

Mixed operations
on runway 09L

Virginia Tech - Air Transportation Systems Laboratory 62

 IFR Capacity Pareto Diagram
(Coupled Runway Pair 09L / 36 + Runway 09R)
Saturation capacity for three runways (coupled pair + single
runway). Arrivals on runway 09L and 09R, departures on
runway 36 and 09R.
IFR Conditions

Arrivals on runway 09L,

departures on runway 36
Mixed operations and mixed operations on 09R
on runways 09L
and 09R (no operations
on runway 36)

Virginia Tech - Air Transportation Systems Laboratory 63

 Final Twist on Departure Capacity
• As the arrivals on runway 09L are reduced to zero
(allowing more departures on runway 36 during departure
rush periods) it is clear that substantial departure capacity
gains are possible operating the coupled pair with
sequenced departures (as shown)

• You can show that the

departure saturation
capacity of the coupled
pair is ~80 per hour

• This in the end

increases the
departure capacity of
the airfield to 125 per
hour

Virginia Tech - Air Transportation Systems Laboratory 64

Capacity Diagrams for Various Airports

CEE 5614
Analysis of Air Transportation Systems

Dr. Antonio A. Trani

Professor

Virginia Tech - Air Transportation Systems Laboratory

 FAA Airport Capacity Benchmarks
• The FAA has conducted
detailed capacity
studies for the 31 most
important airports to
determine their VFR
and IFR hour capacities

• The details are included

in the FAA Airport
Capacity benchmark
document

• Document: http://
www.faa.gov/about/
office_org/
headquarters_offices/
ato/publications/bench/

Virginia Tech - Air Transportation Systems Laboratory 66

 Summary of Top 31 Airports
Runway Hourly Capacity

Airport 3 Letter Code

Virginia Tech - Air Transportation Systems Laboratory 67
 Observations
• Airports with largest margins between VFR (Optimal)
and IFR capacities are DFW (Dallas Forth Worth), DEN
(Denver) and ORD (Chicago)

• These airports have multiple parallel runways that

benefit from VFR rules

• Few airports such as San Diego (SAN), La Guardia

(LGA), Chicago Midway (MDW) and Fort Lauderdale
(FLL) have IFR capacities close to those for VFR

• Capacity is affected by:

• Runway configuration

• Weather

• Aircraft fleet mix

Virginia Tech - Air Transportation Systems Laboratory 68

Planned Improvements (VFR Weather)
• Airport authorities and the FAA have planned some
improvements to the top 31 airports
ATL added a new
runway in 2006

Virginia Tech - Air Transportation Systems Laboratory 69

 Airport # 1: Atlanta Hartsfield
• One of the busiest airports in the World
Aircraft Class % Mix

Small 2.3

Large 78.5
6,400 feet B757 12.0

Heavy 7.4

Condition Hourly Capacity

VFR 180-188

Marginal VFR 172-174

IFR 158-162

Virginia Tech - Air Transportation Systems Laboratory 70

 Airport # 1: Atlanta Hartsfield
• With 4 runways the hourly capacities of the airport are:
VFR=180, MVFR =172 and IFR=158 per hour

VFR Conditions

source: FAA Airport Capacity Benchmarks

Virginia Tech - Air Transportation Systems Laboratory 71
 Airport # 1: Atlanta Hartsfield
• With 5 runways the hourly capacities of the airport are:
VFR=237, MVFR =229 and IFR=202 per hour

VFR Conditions

source: FAA Airport Capacity Benchmarks

Virginia Tech - Air Transportation Systems Laboratory 72
 Airport # 1: Atlanta Hartsfield
• 4-runway Pareto diagram

IFR Conditions

• Note a small
reduction in the
number of departures
under IFR conditions

• Departures wait for

arrivals to cross
threshold

source: FAA Airport Capacity Benchmarks

Virginia Tech - Air Transportation Systems Laboratory 73
Airport # 2: Boston Logan

Aircraft Class % Mix

Small 15.2
Runways 32 and 33L have
10 degree offset headings Large 70.0
Runway 32 is a visual
runway B757 10.3

Heavy 4.5

Condition Hourly Capacity

4,800 feet VFR 123-131

Marginal VFR 112-117

IFR 90-93

Virginia Tech - Air Transportation Systems Laboratory 74

 Airport # 2: Boston Logan
• With 4 runways the hourly capacities of the airport are:
VFR=123, MVFR =112 and IFR=90 per hour

VFR Conditions

source: FAA Airport Capacity Benchmarks

Virginia Tech - Air Transportation Systems Laboratory 75
 Airport # 2: Boston Logan
• Pareto diagram (Arrivals on Runway 4R,
Departures on runways 4R, 4L and 9)
IFR Conditions

• Note airport has an

equivalent of one
arrival runway in IFR
conditions

• Good departure
rate

source: FAA Airport Capacity Benchmarks

Virginia Tech - Air Transportation Systems Laboratory 76
 Capacity Needs
• This section presents
some sample Pareto
diagrams for some of the
best known airports in the
country
• This section provides
some ideas on how these
Pareto diagrams may
have been derived
• An important study is the
Capacity Needs in the
National Airspace System
(FAA, 2007)

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Airports and Metro Areas With
Capacity Needs in 2025

Source: Capacity Needs in the National Airspace System

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 How is the FAA Trying to Improve the System?
• Next Generation Air Transportation System (NextGen)

Source: Capacity Needs in the National Airspace System

CEE 4674 – Airport Planning and Design (copyright A. Trani)
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Boston Logan Airport (VMC)

• Arrivals on Runways 4L, 4R

• Departures on 9, 4L, 4R
• Frequency of Use: 24%

CEE 4674 – Airport Planning and Design (copyright A. Trani)

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 Boston Logan Airport (IFR)

• Arrivals on Runways 4R
• Departures on 9, 4L, 4R
• Frequency of Use: 45% in IFR
conditions

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