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9 April 2014 Page 1
Capacity KPA
Regional Performance Framework Workshop, Baku, Azerbaijan, 10-11 April 2014
ICAO European and North Atlantic Office
9 April 2014 Page 2
Capacity (Doc 9854)
• Doc 9854 Appendix D
– The global ATM system should exploit the inherent capacity to • meet airspace user demands at peak times and locations
• while minimizing restrictions on traffic flow.
– To respond to future growth, capacity must increase, • along with corresponding increases in efficiency, flexibility and
predictability,
• while ensuring that there are no adverse impacts on safety
• and giving due consideration to the environment.
– The ATM system must be resilient to service disruption and the resulting temporary loss of capacity.
9 April 2014 Page 3
Capacity KPA – Overview
KPA Capacity
Objective Ensure that Air Navigation Service capacity meets demand in en-route airspace and at airports
Indicators - Average ATFM delay per flight generated by the airspace volume (en-route)
- Average ATFM delay per flight in the main airports (to be identified by States in advance and based on the regional relevance)
9 April 2014 Page 4
Origin of indicators
• Re-use of indicators as defined in SES Performance Scheme Regulation
– En-route: The average minutes of en route ATFM delay per flight, defined as the difference between: • the estimated take-off time requested by the aircraft operator in the
last submitted flight plan and
• the calculated take-off time allocated by the central unit of ATFM
– Airport: The average minutes of arrival ATFM delay per inbound flight • attributable to terminal and airport air navigation services and
• caused by landing restrictions at the destination airport
9 April 2014 Page 5
• Graph shows situation at a “node”: • Airspace volume or • Airport
• Both capacity and demand are variable
Capacity, Demand and ATFCM
Time
Mov/hr Capacity
Demand
Capacity/Demand imbalance
ATFM regulation requested by ACC
Arrival Airport
Departure Airport
ACC anticipating capacity shortfall
NM
Aircraft held at dep. airport
•Mitigation of capacity/demand imbalance: ATFCM • Capacity management: increase capacity if possible • Demand management: reduce flow rate
• Reroute traffic around the “node” which is the bottleneck, or • Allow traffic queuing
• In Europe: application of ATFM delay (ground holding)
9 April 2014 Page 6
Reasons for Capacity/Demand Imbalance
Code Description Examples of usage
ATC & Aerodrome Capacity
C ATC Capacity Demand exceeds the capacity; Planned staff
shortage
G Aerodrome Capacity Lack of parking; taxiway closure; areas (runways,
taxiways) closed for maintenance; demand exceeds
the declared airport capacity; runway configuration
(winds)
S ATC Staffing Unplanned staff shortage
ATC Other
V Environmental Issues Noise
I Industrial Action (ATC) Controllers’ strike
R ATC Routeing Phasing in of new procedures; ATFCM scenarios,
Network Solutions
T Equipment (ATC) Radar failure; RTF failure
Weather
W Weather Thunderstorm; low visibility; Strong cross winds,
CBs
D De-icing De-Icing
All other causes
A Accident/incident RWY23 closed due accident
E Equipment (non-ATC) Runway or taxiway lighting failure
M Airspace management Airspace availability; Military exercise
N Industrial Action (non-ATC) Firemen’s strike
O Other To be used only if no other reason can fit
P Special event European football cup; Heads of Government
meetings; Upgrade of ATM systems
9 April 2014 Page 7
• Regulation of flow rate causes ATFM delay for individual flights
ATFM delay
Time
Mov/hr Capacity
Demand
ATFM Delay ATFM Delay
ATFM regulation requested by ACC
Arrival Airport
Departure Airport
ACC anticipating capacity shortfall
NM
Aircraft held at dep. airport
•Impact of capacity shortage: • On airspace users
• Cost of delay • Cost of horizontal flight inefficiency
•Effect of capacity surplus • On ANSPs
• Missed opportunity to reduce costs
9 April 2014 Page 8
Geographical Scope: ATFM
Norway
Switzerland
Albania
Armenia
Bosnia and Herzegovina
The former
Yugoslav Republic of
Macedonia
Republic of Moldova
Monaco
Montenegro
Serbia
Turkey
Ukraine
Georgia
Azerbaijan
San Marino
EU (28 States)
SES Performance Scheme RP2 (30 States)
EUROCONTROL (40) + Estonia (1) = 41 States
ECAC (44) – Iceland (1) = 43 States
ICAO EUR Region (55 States)
Iceland
Andorra
Belarus
Israel
Kazakhstan
Kyrgyzstan
Russian Federation
Tajikistan
Turkmenistan
Uzbekistan
Algeria
Morocco
Tunisia
ICAO EUR/NAT Office accreditation (56 States)
Austria
Belgium
Bulgaria
Cyprus
Czech Republic
Denmark
Finland
France
Germany
Greece
Hungary
Ireland
Italy
Latvia
Lithuania
Luxembourg
Malta
Netherlands
Poland
Portugal
Romania
Slovakia
Slovenia
Spain
Sweden
United Kingdom
Estonia
Croatia
ECAA Member ATFM Area ATFM Adjacent Area
Russian Federation: Kaliningrad FIR only
Belarus: Minsk airport only
Egypt + Lebanon: also part of the ATFM Adjacent Area
9 April 2014 Page 9
Calculation of indicator
• A flight might encounter multiple capacity bottlenecks along the route, however: – All ATFM delay of a flight is attributed to most constraining “node”
• Aggregation of attributed ATFM delay by “node” – Delay is measured for nodes, not for flights
• ATFM delay caused by a “node” accumulates over time – Measurement: accumulated ATFM delay of a “node” by the end of the year
• Aggregation of “nodes” – Geographical aggregation of ATFM delay possible – Geographical aggregation of flights (entering node) not possible
• Indicator “average delay per flight” for a “node”: – Accumulated ATFM delay / number of flights through the “node” – Can be calculated at any aggregation level, for any time period
Flight delay Flight delay Single Flight delay
Flight at departure airport
Minutes of
ATFM Delay
Node airspace, ACC or
destination airport
Delay accumulated by a Node ATFM regulation requested by ACC
Arrival Airport
Departure Airport
ACC anticipating capacity shortfall
NM
Aircraft held at dep. airport
9 April 2014 Page 10
Existing Data (en-route ATFM delay)
Source: http://prudata.webfactional.com/Dashboard/eur_view_2013.html
9 April 2014 Page 11
Existing Data (airport ATFM delay)
Source: http://prudata.webfactional.com/Dashboard/eur_view_2013.html
9 April 2014 Page 12
ATFM delay vs. punctuality
• Punctuality: many delay reasons, not just ATFM • Flight and departure centric • Recorded by airlines in IATA delay codes
• ATFM delay indicator: needs attribution of delay to network nodes • Airspace and airport centric
• Identifies where the bottleneck is, not where the delay is taken • Recorded by Central Executive ATFM Unit (CEU)
9 April 2014 Page 13
Reporting Table
Capacity
En-route ATFM delays (continental airspace)
B35 Total en-route ATFM delay generated in the State (all
causes) (=B37+B38+B39+B40)
Min/year
B36 Average ATFM delay per flight (=B35/A11) Min/flight
B37 En-route ATFM delay generated in the State (ATC
capacity causes, see Table 1)
Min/year
B38 En-route ATFM delay generated in the State (ATC
other causes, see Table 1)
Min/year
B39 En-route ATFM delay generated in the State (Weather
causes, see Table 1)
Min/year
B40 En-route ATFM delay generated in the State (All other
causes, see Table 1)
Min/year
Airport ATFM delays
Airport #1 ICAO code
B41-1 Total number of IFR arrivals at the airport Arrivals/year
B42-1 Total airport ATFM delay generated by the airport (all
causes) (=B44+B45+B46+B47)
Min/year
B43-1 Average ATFM delay per arrival (=B42/B41) Min/arrival
B44-1 Airport ATFM delay generated by the airport (ATC &
aerodrome capacity causes, see Table 1)
Min/year
B45-1 Airport ATFM delay generated by the airport (ATC
other causes, see Table 1)
Min/year
B46-1 Airport ATFM delay generated by the airport (Weather
causes, see Table 1)
Min/year
B47-1 Airport ATFM delay generated by the airport (All other
causes, see Table 1)
Min/year
Airport #2 ICAO code
Repeat fields B41 – B47 for each airport included in the
report
A11
9 April 2014 Page 14
Conclusions
• Indicators measure – The location where the problem is, not where the delay is
taken (departure airport)
– Performance of airspace volumes and airports, not flights • Despite the expression as a value “per flight”
– Within the Capacity KPA • Demand/capacity imbalance
• Not capacity itself
• Limitations • Not designed to measure excess capacity
• No data if airspace or airport does not participate in a centralised ATFCM process
9 April 2014 Page 15
Discussion
• Do you (sometimes) have capacity shortfalls? – En-route – At airports
• If yes, how do handle capacity shortfalls? – Do you have an ATFCM capability to handle
demand/capacity imbalances? – Does this include delaying flights at the departure
airport • What if the departure airport is not within your
State?
– Other approach(es)?
• Current data collection and National indicators – Do you currently record capacity or delay data? – Do you compute National capacity or delay
indicators?
• Your views – Would you consider the proposed indicators as
useful for your State? – Would you consider it useful if the proposed
indicators would be reported for all States in the EUR Region?
– What support would you expect or need to participate in this EANPG reporting process?
Capacity shortfall in...
(Indicator computed for...)
Group 1
ATFM Area
Group 2
ATFM Adjacent
Area
Group 3
Other Countries
Dep
arture airp
ort in
...
Gro
up
1
ATFM
Area
ATFM delay
? ?
Gro
up
2
ATFM
Ad
jacent
Area
ATFM delay
? ? G
rou
p 3
Oth
er C
ou
ntries
No ATFM delay
? ?
Iceland Minsk airport Kaliningrad FIR Algeria Egypt (*) Israel Lebanon (*) Tunisia
(*) Non-EUR
Azerbaijan Belarus Georgia Kazakhstan Kyrgyzstan Russian Federation Tajikistan Turkmenistan Uzbekistan
+ Non-EUR Region
39 Ectrl States Estonia Morocco
Arr Dep