Transcript Airside Capacity Enhancement @ FRA

Airside Capacity Enhancement
Martin Lenke
Head of Airside Operations
Frankfurt Airport
Page 2 Traffic density
Capacity
• Airports will become the bottleneck in ATM as they
have various capacity constraints (e.g. RWY’s,
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
Airside Capacity Enhancement, 2007-02-19
Page 3 Limited Infrastructure
Runways
• 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
Airside Capacity Enhancement, 2007-02-19
Page 4 Limited Infrastructure
Apron
• 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
Airside Capacity Enhancement, 2007-02-19
Page 5 Interdependence
Airside / Landside
• Any interference in airside operations (e.g. repositioning of aircraft due to blocked position) can have a
direct influence on terminal procedures (e.g. checkin, 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
Airside Capacity Enhancement, 2007-02-19
Page 6 Short and medium term actions
Short term
• 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 RWY’s for bypassing
and optimising departures
• Setup of e.g. pilot performance day’s to increase
awareness for special procedures
• Active communication towards users (flyers, events,
flash-movies…)
Airside Capacity Enhancement, 2007-02-19
Page 7 Short and medium term actions
Medium term
• 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
Airside Capacity Enhancement, 2007-02-19
Page 8 Future Programmes and development
Advanced-Surface Movement Guidance and
Control Systems
• 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)
Airside Capacity Enhancement, 2007-02-19
Page 9 Future Programmes and development
Airport-Collaborative Decision Making
• 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
Airside Capacity Enhancement, 2007-02-19
Page 10 Future Programmes and development
CAPMAN is a modular designed system to...
• 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
Airside Capacity Enhancement, 2007-02-19
Page 11 Future Programmes and development
CAPMAN is a modular designed system to...
• 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 proactive sorting and swapping to reduce future delays and improve the
overall punctuality of the air traffic.
Airside Capacity Enhancement, 2007-02-19
Page 12
Thank you!
Airside Capacity Enhancement, 2007-02-19