Airside Capacity Enhancement Martin Lenke Head of Airside Operations Frankfurt Airport

Kopfzeile für Handzettel- und Notizseitendruck 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 Additional noise abatement A340-600; A380 Leading to CDM and combined technical solutions Optimal ground services (loading/unloading etc.) and passenger flow Fußzeile für Handzettel- und Notizseitendruck Airside Capacity Enhancement, 2007-02-19

Kopfzeile für Handzettel- und Notizseitendruck 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 Interdependence between RWY‘s because airport was originally not laid out for current traffic situation Regulatory process takes up to 10 or 15 years Peak situation; slot restriction Older airports have and increased necessity for reconstruction of RWY’s, TWY’s and stands Fußzeile für Handzettel- und Notizseitendruck Airside Capacity Enhancement, 2007-02-19

Kopfzeile für Handzettel- und Notizseitendruck 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 The more older terminals are extended the deeper cul-de-sacs can become. Taxi-in/taxi-out takes longer In some cases infrastructure is at its end and could not be rebuilt to match with NLA. Special procedures for guidance become necessary Less space on Apron roads and on stands, especially for NLA. Lead to delay The more airports grow, the more complex traffic guidance on the apron area becomes. ATC mostly is not sufficient trained for this Fußzeile für Handzettel- und Notizseitendruck Airside Capacity Enhancement, 2007-02-19

Kopfzeile für Handzettel- und Notizseitendruck Interdependence Airside / Landside 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 Inbound/outbound delay can lead to increased short term gate changes. Can lead to an overflow in terminal areas. Adverse passenger flow. Vice versa, delayed boarding leads to delay in airside operations (e.g. missing slots) Fußzeile für Handzettel- und Notizseitendruck Airside Capacity Enhancement, 2007-02-19

Kopfzeile für Handzettel- und Notizseitendruck 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…) All measures in cooperation with all stakeholders Additional setup between airport operator and ATC Fußzeile für Handzettel- und Notizseitendruck Airside Capacity Enhancement, 2007-02-19

Kopfzeile für Handzettel- und Notizseitendruck 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 Stakeholders will have to be convinced that procedural adherence is an advantage to all Fußzeile für Handzettel- und Notizseitendruck Airside Capacity Enhancement, 2007-02-19

Advanced-Surface Movement Guidance and Control Systems Kopfzeile für Handzettel- und Notizseitendruck 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) Increase surveillance with use of optimized procedures in combination with new technology Joint programmes between ICAO and European Agencies Fußzeile für Handzettel- und Notizseitendruck Airside Capacity Enhancement, 2007-02-19

Airport-Collaborative Decision Making Kopfzeile für Handzettel- und Notizseitendruck 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 Introduction of information pools (shift briefings etc.) Joint understanding of requirements of all stakeholders Fußzeile für Handzettel- und Notizseitendruck Airside Capacity Enhancement, 2007-02-19

CAPMAN is a modular designed system to... Kopfzeile für Handzettel- und Notizseitendruck 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 Fußzeile für Handzettel- und Notizseitendruck Airside Capacity Enhancement, 2007-02-19

CAPMAN is a modular designed system to... Kopfzeile für Handzettel- und Notizseitendruck 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 pro-active sorting and swapping to reduce future delays and improve the overall punctuality of the air traffic. Fußzeile für Handzettel- und Notizseitendruck Airside Capacity Enhancement, 2007-02-19

Thank you! Airside Capacity Enhancement, 2007-02-19