İstanbul Atatürk Havalimanının yeterliliğinin irdelenmesi

Abstract

Dünyada olduğu gibi İstanbul'da da hava ulaşımı konusunda sorunlar yaşanmaktadır. Bu sorunların çözümlenebilmesi için planlama aşamasında bazı hususlara dikkat edilmelidir. Tez çalışmamda İstanbul Atatürk Havalimanının yeterliliği irdelenmiştir. Bu çalışma dokuz bölümden oluşmaktadır ve bu bölümlerin içeriği kısaca şöyledir: Birinci bölümde, havaalanı planlaması hakkında bilgi verilmekte ve planlama yöntemlerinden bahsedilmektedir. Sistem, master ve proje planlaması hakkında bilgi verilmektedir. Ayrıca havaalanı yerinin seçiminde dikkat edilecek hususlar, çevre alanların etkileri, meteorolojik şartlar, ekonomik ve finansal uygulama olanağı gibi planlamaya etki eden hususlar anlatılmıştır. İkinci bölümde ise uçak sanayi ve planlamada yapılan tahminler hakkında bilgi verilmiştir. İyi bir planlama için gelecekteki şartların tahmin edilmesi gerekmektedir. Bu tahminler için çeşitli yöntemler kullanılmaktadır. Mikro ve makro tahminler hakkında bilgi verilmiştir. Üçüncü bölümde, havaalanı yerleşim düzeni hakkında bilgi verilmiştir. Pist düzenleme şekilleri olan tek pistler, paralel pistler, kesişen pistler ve açık-V şeklindeki pistler incelenmiştir. Ayrıca pistler ile terminal alanı arasındaki ilişkiler, taksi yollan, apronlar vb. hakkında ayrıntılı bilgiler verilmiştir. Dördüncü bölümde, havaalanı kapasitesi ve gecikme konusu incelenmiş, kapasite tanımlan yapılmış ve saatlik kapasiteye etki eden faktörler belirtilmiştir. Uçaklar arasındaki izleme süreleri (yaklaşan ve uzaklaşan durum) ve yıllık servis hacmi hakkında bilgi verilmiştir. Beşinci bölümde, İstanbul Atatürk Havalimanının mevcut durumu hakkında bilgi verilmiştir. Ayrıca Atatürk Havalimanı ile ilgili istatiksel bilgiler verilerek yolcu, uçak ve yük trafiği incelenerek gerekli grafikler çizilmiştir. Altıncı bölümde, Atatürk Havalimanının 2015 yılına kadar olan dönemdeki talep tahmini incelenmiştir. Burada yolcu trafiğinin zaman içindeki gelişimi ve İstanbul içindeki gelire göre gelişimi regresyon analizi kullanılarak belirlenmiş ve ilgili tablolarda gösterilmiştir. Yedinci bölümde, Atatürk Havalimanı pist ve apron kapasiteleri belirlenmiştir. Sekizinci bölümde, Atatürk Havalimanında gelecek yıllar için darboğazların neler olacağı ve yeni pist olanakları incelenmiştir. Terminale ilişkin ihtiyaç değerlendirmesi yapılmıştır. Dokuzuncu bölümde ise Atatürk Havalimanında yaşanan darboğazların giderilmesi için çeşitli çözüm önerileri getirilmiştir.

The planning of an airport is such a complex process. In the past, airport master plans were developed on the basis of local aviation needs. In more recent times, these plans have been integrated into an airport system plan. If future airport planning efforts are to be successful, they must be founded on guidelines established on the basis of comprehensive airport system and master plans. An airport system plan is a representation of the aviation facilities required to meet the immediate and future needs of a metropolitan area, state or country. The system plan identifies the aviation role of existing and recommended new airports and facilities. The airport system plan provides both broad and specific policies, plans and programs required to establish a viable and integrated system of airports to meet the needs of the region. An airport master plan is a concept of the ultimate development of a specific airport. Master plans are prepared to support modernization of existing airports and the creation of new airports. An airport project plan is a detailed plan of the specific development planned in the immediate future for an airport. Elements of an Airport Planning Study are the followings: 1 -Coordination 2-Content a-Inventory b-Forecast c- Airport Elements d-Evaluation Criteria 3 -Airport site selection 4-Land use planning 5-Environmental effects 6-Economic and financial feasibility Airport configuration is the number and orientation of runways and the location of the terminal area relative to the runways.The number of runways provided at an airport depends on the volume of traffic. The terminal buildings serving passengers should be located so as to provide easy and timely access to runways. In general runways and connecting taxiways should be arranged so as to provide adequate separations between aircraft in the air traffic pattern. At busy airports, holding or run-up aprons should be provided adjacent to the take off ends of the runways. There are many runway configurations: Single runways, parallel runways, intersecting runways and open-V runways. Single runway is the simplest of the runway configurations.lt has been estimated that the hourly capacity of a single runway in visual flight rule (VFR) XI conditions is somewhere between 50 and 100 operations per hour, while in instrument flight rule(IFR) conditions this capacity is reduced to 50 to 70 operations per hour, depending on the composition of the aircraft mix and navigational aids available. The capacities of parallel-runway systems depend a great deal on the number of runways and on the spacing between them. Two and four parallel runways are common.There are airports with three sets of parallel runways. The spacing between parallel runways varies widely. For the purpose of this discussion the spacing is classified as close, intermediate and far depending on the centerline separation between two parallel runways. The hourly capacity of a pair of parallel runways in VFR conditions varies greatly, from 60 to 200 operations depending on the aircraft mix and the manner in which arrivals and departures are processed on these runways. Similarly, in IFR conditions, the hourly capacity of a pair of closely spaced parallel runways ranges from 50 to 60 operations, of a pair of intermediate parallel runways from 60 to 75 operations and for a pair of far parallel runways from 100 to 125 operations. Many airports have two or more runways in different directions crossing each other. These are referred to as intersecting runways. Intersecting runways are necessary when relatively strong winds come from more than one direction, resulting in excessive crosswinds when only one runway is provided. When the winds are strong only one runway of a pair of intersecting runways can be used, reducing the capacity of the airfield substantially. If the winds are relatively light, both runways can be used simultaneously. The capacity of two intersecting runways depends a great deal on the location of the intersection. The highest capacity is achieved when the intersection is close to the take off and landing threshold. The capacity ranges from 70 to 175 operations per hour in VFR conditions and from 60 to 70 operations in IFR conditions. Runways in different directions which do not intersect are referred to as open- V runways. Like intersecting runways, open-V runways revert to a single runway when winds are strong from one direction. When the winds are light, both runways may be used simultaneously. In VFR conditions, the hourly capacity for this strategy ranges from 60 to 180 operations and in IFR conditions the corresponding hourly capacity is from 50 to 80 operations. The factors which affect runway configuration are the followings: 1 -Number of runways 2-Operation type 3 -Wind conditions 4- Visibility conditions 5 -Airport topography 6- Air traffic control 7-Environmental factors The principal function of taxiways is to provide access between runways and the terminal area and service hangars. Taxiways should be arranged so that aircraft which have just landed do not interfere with aircraft taxiing to take off. At busy airports where taxiing traffic is expected to move simultaneously in both directions, parallel one-way taxiways should be provided. At busy airports taxiways should be located at various points along runways, so landing aircraft can leave the runways as quickly as possible to clear them for use by other aircraft. These are commonly referred to as exit taxiways or turnoffs. xn Holding aprons are relatively small aprons placed at a convenient location near the terminal area at the airport for the temporary storage of aircraft. At some airports the number of gates may be insufficient to handle the demand during a busy period. In this case, aircraft are routed by air traffic control to a holding apron and are held there until a gate becomes available. Holding aprons are not required if capacity matches demand. Apron types are the followings: a)Terminal apron b)Cargo apron c)Parking apron d)Service and hangar aprons e)General aviation aprons The amount of area required for a particular apron layout depends upon the following factors: a)The size and maneuverability of the aircraft b)The volume of traffic using the apron c)Clearance requirements d)Basic terminal layout e) Aircraft ground activity requirements f)Taxiways and service roads The term capacity means the processing capability of a service facility over some period.However, for a service facility to realize its maximum or ultimate capacity, there must be a continuous demand for service. In aviation, it is virtually impossible to have a continuous demand throughout the operating period of the system. The design specifications at an airport require that sufficient capacity be provided that a relatively high percentage of the demand will be subjected to some minimal amount of delay. To provide sufficient capacity to service a varying demand without delay will normally require facilities that are difficult to justify economically. Although capacity is an important measure of the effectiveness of an airport, it should not be used as the sole criterion. In preliminary planning, several alternative airfield configurations are usually considered. Capacity estimates are useful for the initial screening of alternatives and for selecting those alternatives which should be subject to further analysis. When demand approaches capacity, delays to aircraft build up very rapidly. A primary objective of capacity and delay studies is to determine effective and efficient means to increase capacity and to reduce delay at airports. In practice, analyses are conducted to examine the implications of the changes in the nature of the demand, operating configurations of the airfield, and impact of facility modifications on the quality of service afforded this demand. Some of the typical applications of these analyses might include: 1-The effect of alternative runway exit locations and geometry on runway system capacity 2-The impact of airfield restrictions due to noise abatement procedures, limited runway capacity, or inadequate airport navigational aids on aircraft processing rates 3 -The consequences of introducing heavy aircraft mix at an airport, and an examination of alternative mechanisms for servicing the mix 4-The investigation of alternative runway use configurations on the ability to process aircraft Xlll 5-The generation of alternatives for new runway or taxiway construction to facilitate aircraft processing 6-The gains which might be realized in system capacity or in delay reduction by the diversion of general aviation aircraft to reliever facilities in large air traffic hub areas. Capacity and delay have been evaluated by the use of analytical and computer simulation models. The focus first is on analytical models, often referred to as mathematical models. Mathematical models of airport operations are tools for understanding the important parameters that influence the operation of systems of particular interest. Computer simulation models are extremely useful for studying complex systems which cannot be represented by equations. These have been used successfully for solving many problems in air transport including airport planning. For airport planning, the airfield capacity has been defined in two ways. One definition has been used extensively in the United States in the past: Capacity is the number of aircraft operations during a specified time corresponding to a tolerable level of average delay. This is referred to as practical capacity. Another definition is gaining favor: Capacity is the maximum number of aircraft operations that an airfield çan accommodate during a specified time when there is a continuous demand for service. This definition has been referred to in several ways, ultimate capacity, saturation capacity and maximum throughput rate. An important difference in these two measures of capacity is that one is defined in terms of delay and the other is not. The definition of ultimate capacity does not include delay and reflects the capability of the airfield to accommodate aircraft during peak periods of activity. However, for this definition one does not have an explicit measure of the magnitude of congestion and delay. Many factors influence the capacity of an airfield, and more significant than others. In general, the capacity depends on the configuration of the airfield, environment in which aircraft operate, availability and sophistication of aids to navigation, and air traffic control facilities and procedures. Some of the most important factors that affect hourly capacity are the folio wings: 1-The configuration, number, spacing and orientation of the runway system 2-The configuration, number and location of taxiways and runway exits 3 -The arrangement, size and number of gates in the apron area 4-The runway occupancy time for arriving and departing aircraft 5-The size and mix of aircraft using the facilities 6-Wind conditions which may preclude the use of all available runways by all aircraft 7-The number of arrivals relative to the number of departures 8-The existence and nature of navigational aids 9-The nature and extent of the air traffic control facilities 10-The availability and structure of airspace for establishing arrival and departure routes There are two runways which are settled as open-V at the Atatürk airport. The runway 18-36 is 3000m. long and 06-24 runway is 2300m. long. xiv -Runway specialities: The number of taxiway exits are 6 at 18-36 runway and 4 at 06-24 runway. Annual passenger capacity is 11.000.000 passenger/year, and annual aircraft capacity is 350.400 op/year at the Atatürk airport. Peak hour traffic is 37 operation and peak day air traffic is 517 operation. In 1997 passenger traffic is 14.613.014 pass./year and aircraft traffic is 184.243 op./year at the Atatürk airport. Also August and September are the busiest months for passenger and aircraft traffic. At the Atatürk airport, passenger and operation numbers are estimated until the year 2015 by using regression analysis. The results are indicated that the passenger and aircraft traffic are increasing year by year. Three methods are used at the examination of Atatürk airport capacity: 1 -Estimation for preliminary planning 2-Queueing theory for single runway 3 -Graphics are used for intersecting runways Airplanes can be examined in to three groups: Airplanes which are used Atatürk airport are the followings: -Small airplanes are % 30 -Large airplanes are % 50 -Heavy airplanes are % 20 The results of estimation for preliminary are the followings: -Hourly capacity = 59 op. -Annual service volume = 225000 op. -Average annual delay = 0.8 min. The results of calculation of queueing theory for single runway are the followings: -Hourly capacity = 55 op. -Arrival delay =2.5 min. and departure delay = 0.8 min. -Annual service volume = 245000 op. Atatürk airport is need of an apron capacity of 88 airplanes. In 1997 the passenger traffic is 14.613.014 pass./year and the capacity is 11.000.000 pass./year at the Atatürk airport. For this reason there is a serious problem in Atatürk airport. There are two ways to increase the capacity of Atatürk airport. 1 -Extending the runway of 06-24 2-Building a new runway parallel to the runway 18-36 xv Since 06-24 runway is short(2300m.), it makes it impossible for some aircrafts to take off with maximum load. However, by extending it 500-700 meters, it will be available for the aircrafts to use this runway. Extending it 700 meters towards Ataköy, a 550 meter bridge is needed. It is possible to build a runway on the bridge but, in terms of the pilot psychology, it decreases the safety. Besides, due to the tall buildings in Ataköy, it is in question that pilots can land by passing the approach area and cause accidents by getting out of the runway when the runway is wet. It is possible to extend 500 meters towards the sea. For this extension, in fillings needed and it is expensive. The capacity to build a runway parallel to the 18-36 runway has been increasing. In this case, the distance between the two runways is important. It is found suitable to build the runway 210 meters away because of the lack of room in Atatürk airport. It is estimated that Atatürk airport will be sufficient for demands by the year 2003. If a new runway parallel to the 18-36 runway is built, it will be sufficient for demands by the year 2009. From this year on, congestions will occur at Atatürk airport. For this reason, a new airport in İstanbul or in near cities should be built. Only that way, the air transportation problem will be solved.