1. ATM2003 / Students’ Programme „Structuring of co-ordination parameter at airports “ Franziska Meier Dresden University of Technology – Institute of Aviation TECHNISCHE UNIVERSITÄT DRESDEN

2. 1 In Germany the airport co-ordinator keeps the slot requests by airlines and assigns the take off and landing rights (slots). He is the legal representative at the IATA Conference. In Germany the number of available planning slots is approved by the ministry of Transport. Analyses of the airport capacity and other major factors are the basis of the determination. slot demand > capacity of the airport then a slot distribution is necessary Legal constrainsCapacity of the airport The slot co-ordination process „The Slot“ = „set of parameters”

3. 2 Major factors triggering set of parameters  Infrastructure constrains for example capacity of the runway system, terminal and apron  Economics goals effectiveness, maximum of profit, optimal use of existing capacities and resources  Political restrictions restrictions of air traffic without capacity bottlenecks e.g. cross-boarders traffic being quantitatively constrained  Noise restriction typically applied during the night time  Operational goals punctual traffic  Others for example ATC capacity, emission

4. 3 calculated airport capacity “The structured slot”

5. 3 Infrastructure constrains Political restrictions Others e.g. economic goals, ATC-capacity Noise restrictions Number of available Slots with respect to the individual applicable constrains calculated airport capacity “The structured slot” At the operational day the actual capacity > co-ordination capacity (untimely or delayed flights cause a peak) or the actual capacity < co-ordination capacity (weather conditions etc.) co-ordination capacity For example Airport DUS/Germany In 60 minutes could be co-ordinated: 38 Slots (06:00 – 20:59 LT) 35 Slots (21:00 – 21:59 LT) 25 Slots (22:00 – 22 :59 LT) In 10 minutes could be co-ordinated: 8 Slots (06:00 – 22:59 LT) Additional 2 Slots are available for general aviation

6. 4 Structuring of co-ordination parameter - e.g. airport London-Heathrow [LHR] - 3 runways 4 terminals with a capacity of approximate 60 Mio. passenger/year  Determination of ARR/DEP – runway capacity in 60- and 10-min-parameters  TOTAL < DEP + ARR (functions of runway dependencies or operational schemes)  changing of parameters over the day Step 1 60-min-co-ordination parameter (ARR/DEP/TOT) of the airport LHR in SS02

7. 5 implied by terminal, apron and overnight stops at LHR Step 2 Cross-check against capacities constrains 60-min-co-ordination parameter (ARR/DEP/TOT) of the airport LHR in SS02

8. 6 Optimisation: use of parameter with different time interval 305 551051520525520102015510 10:00 10:10 10:20 10:30 10:40 10:50 10:00 10:10 10:20 10:30 10:40 10:50 10:00 10:10 10:20 10:30 10:40 10:50 time panned slots 20 80 50 Co-ordination parameters: 80 slots/60 min 50 slots/30 min 20 slots/10 min small time interval: 5 min/10 min/15 min medium time interval: 15 min/20 min/30 min large time interval: 60 min/120 min Step 3 Optimisation of these parameters will allow to:  favourably distribute the slots over the day  make it possible to serve short demand peaks and breaks with a balance over a long time interval After the cross-check the airport co-ordinator is allowed to assign a definite number of slots per time interval. Use of at least parameters with a small and a large time interval is necessary

9. 7 Validation: use of the model „floating/rolling hour“ The model is based on the move of one hour at a definite time interval. Step 4  enables a detailed representation of the traffic peaks and breaks  problematic use, if the co-ordination parameters change during the day, for example at LHR airport, a process-simulation can be a solution The co-ordination parameter relates to static time intervals. But outside the static time interval it can generate extreme traffic peaks and breaks.

10. 8 1. Co- ordination parameter of traffic peaks In traffic peaks increased co- ordination parameter, adapted to the demand  support the Hub- airport (more connections are possible)  high stress during peaks  inadequate use of the airport (capacities and resources) is possible Examples for different relevance of specific elements of co-ordination parameter AMS MUC description advantage disadvantage Example 60-min-co-ordination parameter (ARR/DEP/TOT) of the airport AMS in SS02

11. 9 description advantage disadvantage 2. Hourly variable co-ordination parameter changed co- ordination parameter per static hour  adaptation to demand, capacity an traffic structure  risk of extreme traffic peak in peripheral hours Examples for different relevance of specific elements of co-ordination parameter Example CDG LHR MAN 60-min-co-ordination parameter (ARR/DEP/TOT) of the airport CDG in SS02

12. Example to create a new structure for a politically restricted airport Operational requirements:  capacity of infrastructure is sufficient  political handicap of maximum planned flights  static restrictions Optimised use of existing capacity:  adaptation on the demand  use of existing capacities and resources  increasing the airport attractiveness 10

13. New Structure:  use the contingent of flights, assignment of maximum planned flights per season or year  assignment of slots adheres of the demand through the airlines New Structure:  use the contingent of flights, assignment of maximum planned flights per season or year  assignment of slots adheres of the demand through the airlines Optimised use of existing capacity:  adaptation on the demand  use of existing capacities and resources  increasing the airport attractiveness Example to create a new structure for a politically restricted airport Operational requirements:  capacity of infrastructure is sufficient  political handicap of maximum planned flights  static restrictions Contingent of flights is used at airport AMS and Frankfurt/Main (FRA) and Brussels (BRU) for night flights.

14. 11 Summary 1.Determination of ARR/DEP/TOT runway capacity 2.Cross-check against capacities constrains (terminal, apron, politically) 3.Optimisation: use of parameters with different time interval 4.Validation: use of the model “floating/rolling hour” Additional special co-ordination parameters (e.g. contingents of flights or co-ordination parameters of traffic peaks) can be used. Co-ordination capacity of the airport set of co-ordination parameters number of available slots (assignment through the airport co-ordinator) Legal constrainsCalculated capacityMajor factors

15. Thanks for your attention