Airside Capacity Enhancement Martin Lenke Head of Airside Operations Frankfurt Airport
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Transcript of Airside Capacity Enhancement Martin Lenke Head of Airside Operations Frankfurt Airport
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Airside Capacity Enhancement Martin Lenke Head of Airside Operations Frankfurt Airport Slide 2 Airside Capacity Enhancement, 2007-02-19 Page 2 Capacity Traffic density Airports will become the bottleneck in ATM as they have various capacity constraints (e.g. RWYs, Apron, Terminal and Landside) The proportion of heavy aircraft (NLA) will increase Complex infrastructure needs more and optimised interfaces between ATC, Airport and Airspace Users Seamless operations and optimal throughput becomes a must Slide 3 Airside Capacity Enhancement, 2007-02-19 Page 3 Runways Limited Infrastructure Current RWY configuration on many existing airports does not allow the maximum use of an individual RWY Increasing environmental obligations impede building new infrastructure (e.g. runways, aprons) Traffic demand is often higher than provided capacity Necessary reconstruction is an additional limiting factor Slide 4 Airside Capacity Enhancement, 2007-02-19 Page 4 Apron Limited Infrastructure Cul-de-sacs in terminal areas lead to delay (inbound versus outbound) New large aircraft do not match with current infrastructure Increasing vehicle traffic and timely pressure is a safety aspect and can become a limiting factor ATC may no longer be able to handle complex traffic situations on the apron Slide 5 Airside Capacity Enhancement, 2007-02-19 Page 5 Airside / Landside Interdependence Any interference in airside operations (e.g. reposi- tioning of aircraft due to blocked position) can have a direct influence on terminal procedures (e.g. check- in, passenger flow) Any delay in passenger flow (missing pax, security ctrl, bag/pax mismatch) will have influence on the punctuality on airside operations Infrastructural and procedural activities to increase the airport capacity will have to be balanced carefully Slide 6 Airside Capacity Enhancement, 2007-02-19 Page 6 Short term Short and medium term actions Providing high speed exits Implementing High Intensity Runway Operations in cooperation between all stakeholders Remote Holding procedures to vacate aircraft stands for incoming traffic on time (and v.v.) Develop multiple entries on RWYs for bypassing and optimising departures Setup of e.g. pilot performance days to increase awareness for special procedures Active communication towards users (flyers, events, flash-movies) Slide 7 Airside Capacity Enhancement, 2007-02-19 Page 7 Medium term Short and medium term actions Development of an incentive/penalty system for adherence to schedules in agreement between Airport, Airspace Users and ATC Development of a masterplan for airport capacity. -Required capacity to be determined by regarding available airspace, runways, apron, taxiways, stands and gates -Define the capacity per item and identify the bottlenecks -Determine the current maximum capacity over all aspects -Identify measures to increase the entire capacity The implementation of a separate Apron Control unit should be investigated, depending on complexity of infrastructure and traffic density Slide 8 Airside Capacity Enhancement, 2007-02-19 Page 8 Advanced-Surface Movement Guidance and Control Systems Future Programmes and development Multilateration System for identified targets using Mode-S (approach, rwy, txy, aprons) -Combined use of transponder and SMR technology -Labelled targets (aircraft and vehicles) Joint undertaking with ATC -Further development of handover and surveillance procedures to avoid RWY-incursions Participation to int. programmes and development -Single European Sky ATM Research -Runway Safety -Apron Safety (via SMS) Slide 9 Airside Capacity Enhancement, 2007-02-19 Page 9 Airport-Collaborative Decision Making Future Programmes and development Airport-Collaborative Decision Making means information sharing and balancing of operational decisions between all stakeholders for the optimum output Possible instruments: -Arrival Manager is a system and constituent for traffic flow through a defined block of airspace -Departure Manager is a system and constituent for on-time delivery of departures -HALS/DTOP: high approach landing system/dual threshold operations -Slot swapping -Speed control on final -HCC /Hub Ctrl. Center, trilateral ops management Slide 10 Airside Capacity Enhancement, 2007-02-19 Page 10 CAPMAN is a modular designed system to... Future Programmes and development unlock hidden capacity by calculating and forecasting the available operational capacity up to 10 hours for arriving and departing aircrafts based on the -available infrastructure -traffic demand -current weather conditions and weather forecast for the next 10 hours make best use of available capacity by calculating the optimum runway utilisation and thus giving the available take-off and landing slots for each individual runway at ten- minute intervals. Providing these information for up to 10 hours, the system supports a well-balanced runway utilisation. Sorting in the air, NOT on the ground Slide 11 Airside Capacity Enhancement, 2007-02-19 Page 11 CAPMAN is a modular designed system to... Future Programmes and development improve punctuality by forecasting the available operational capacity and the traffic demand CAPMAN enables the air traffic flow management to discover possible bottlenecks in advance and thus having sufficient time for pro- active sorting and swapping to reduce future delays and improve the overall punctuality of the air traffic. Slide 12 Airside Capacity Enhancement, 2007-02-19 Page 12 Thank you!