Unshackling Airport Capacity...Private & confidential | 2 “Necessity is the mother of...
Transcript of Unshackling Airport Capacity...Private & confidential | 2 “Necessity is the mother of...
Private & confidential
Unshackling Airport Capacity
CAPA Global Airport Leaders Forum
Dubai - 17 May 2017
2Private & confidential |
“Necessity is the mother of inventions” – where airport infrastructure is severely
constrained, stakeholders collaborate to find ways to increase capacity, as shown below:
Comparative analysis: declared movements
Conservative
Capacity
Declaration
Peaks &
Troughs
Local Terrain
& Restricted
Airspace
Efficient use
of runway
capacity
Artificial
Caps
LHR, LGW,
BNE, BOM
FRA, SYD,
SIN, LIN
NRT, HND
DXB, FCO
HKG, PEK,
CAN
SVO
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No two airports have the same mix of issues
DIAGNOSTIC
Issues
Identification
and
Assessment
Measurement of key
operational performance
areas
Monitoring live operations
Stakeholder interviews
Change readiness
assessment
Airport traffic strategy
review
Alignment activities with
ATMA-CDM systems
requirement initiation and
reviewBusiness case formulation
Runway, parking & stand
utilisation efficiency review
Slot management policy,
process and procedure
review
Terminal & baggage
facilities utilisation review
Aircraft turnaround activity
review
ATC infrastructure and
performance review
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Its critical to determine the root cause of congestion (real or artificial) before assessing
how best practice in both slot & capacity management can be applied to relieve congestion
Reviewing airport capacity
Up to 5-10% of additional capacity can be generated at airports which appear to be full.
Examples of enabling factors
Freeing up Additional Capacity
Examples of constraining factors
New Real Capacity
Capped capacity
declaration
Constrained
mixed mode
operation
Artificial Caps Policy Decisions
Network Carriers
and Point to Point
carriers serving a
system of city
airports –
London/ Istanbul
Apparent Full Capacity
Addressing noise
problems at existing
& future airports –
Global trend
17-hr operation
due to night noise
restrictions
despite new
generation
aircraft
Airlines ‘padding’
of schedules in
response to
efficient airport
operation
Hub connectivity
criteria for slot
allocation –
Dubai/ Singapore
Slot
performance
monitoring
& penalties
for non-
conformance
A-CDM
providing
common shared
information
base for
decision making
Runway, taxi-
way, apron
infrastructure
improvements
Adoption of
ATM
modernization,
e.g., GBAS,
ASMGCS,
TBS
Transparent,
clear &
collaborative
slot
coordination
process
Adoption of
Performance
Based
Navigation
(PBN)
Wake
vortex
separation
Routing
bias
Airspace
Congestion or
restrictions
Adverse
weather
events
‘Knock-on’
effects
from
congestion
at origin
airports
Ineffective
airline
operations
leading to
poor slot
discipline and
delay
Terminal &
handling
issues
causing
stand
inefficiency
Sub-optimal
capacity
assessment &
non-alignment
of terminal/
runway
slots
Pricing policy & slot
rule to encourage
larger aircraft types
– Global trend
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The airlines can be part of the solution
Pre Arrival
•Figures retrieved check-in
•Outbound bags on stand
•FOD check complete
•Fueller on stand
•One check-in agent has proceeded to the gate
Pre Arrival
•Figures retrieved check-in
•Outbound bags on stand
•FOD check complete
•Fueller on stand
•One check-in agent has proceeded to the gate
A/C on stand
STD -30
•Choc a/c
•Attach power
•Attach Jetbridge
A/C on stand
STD -30
•Choc a/c
•Attach power
•Attach Jetbridge
Arrival +1
•Pax disembark
•Fuelling commences
•Bag & Cargo off load
•On board Cabin crew complete cabin tidy/security checks
Arrival +1
•Pax disembark
•Fuelling commences
•Bag & Cargo off load
•On board Cabin crew complete cabin tidy/security checks
STD-20
•Gate agent commences boarding assisted by TAC
•TAC completes loadsheet
•Onload Bags & Cargo
STD-20
•Gate agent commences boarding assisted by TAC
•TAC completes loadsheet
•Onload Bags & Cargo
STD – 10
• Identify missing pax and offload bags
STD – 10
• Identify missing pax and offload bags
STD -5
• Missing pax bags’ have been offloaded
• Gate is closed, cabin crew member returns to a/c
STD -5
• Missing pax bags’ have been offloaded
• Gate is closed, cabin crew member returns to a/c
STD-3
• a/c doors close
• Prepare for pushback
• Agree off blocks time with Captains to ensure ACARS and Company flight following system concur
STD-3
• a/c doors close
• Prepare for pushback
• Agree off blocks time with Captains to ensure ACARS and Company flight following system concur
ATD +1
• TAC pass MVT details to Station Control
• Station Control send MVT msg
ATD +1
• TAC pass MVT details to Station Control
• Station Control send MVT msg
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In designing a wave structure, airline network planners tend to build a system which is as tight as possible,
in order to connect as large a number of O&D markets as possible with minimum travel time.
A well-executed network plan that has sufficient capacity to meet demand at a desired operational level of
service is only possible if airlines take into consideration not just the commercial opportunities identified,
but also a number of fundamental infrastructure and operational factors:
The impact of airline wave strutures
Runway Slot
Constraints
Aircraft Stand
Constraints
Terminal Space
Constraints
Minimum
Connecting Time
Aircraft Stand
Allocation
Minimum
Turnaround Time
INFRASTRUCTURE OPERATIONAL
Airline network planning needs to work closely with airport infrastructure/operational planning to
mitigate these impacts by getting the right trade-off between the amount of concentration of
operations (which carries a cost uplift) and the acceptable level of service deterioration.
SUFFICIENT
CAPACITY
DESIRED OPS
SERVICE LEVEL
Aircraft Taxi
Distance
Aircraft Push-
back Procedure
Transit Baggage
System
Ramp Handling
& Equipmt Org