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Airport Throughput Business Division. “Some airports, we have
to admit, are totally capacity constrained. But at the majority
of airports there exists a degree of latent capacity. We are
working with airports to develop processes and procedures,
and disseminating these across the European region.
Historically, network planning has focused on en-route
airspace. Now airports are becoming the issue and we need to
fully integrate airports into that process. The way we do that is
by obtaining capacity data and feeding this into the network
planning process. That shows us where the hotspots are and
where we really have to try and focus the work.”
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
71
TOOLS AND SYSTEMS
Anne Paylor looks at the Airport Operations Programme and the
work being undertaken to enhance capacity and safety at airports
s air traffic in the post-9/11 environment resumes its
inexorable pace of growth, predictions that today’s
traffic levels will double as early as 2020 once against
seem realistic. And as airspace capacity issues are addressed,
there is growing recognition that airports are now the major
infrastructure constraint to continued growth.
According to EUROCONTROL, airports accounted for just 23
per cent of delays in 2000, with 77 per cent of delays
attributable to the en-route phases of flight. By 2003,
airspace improvements meant that the share of delays
attributable to airports had grown to 46 per cent, and
airports are expected to be the main bottleneck beyond 2005
from 2006.
A A study entitled Challenges to Growth, published by
EUROCONTROL and the European Civil Aviation Conference
(ECAC) in 2004, found that by 2010, more than 20 of
Europe’s top 133 airports are expected to have a capacity
shortage if demand continues to grow as anticipated. By
2025, annual demand is forecast to have increased to as
many as 21 million flights per year, a growth factor of 2.5
compared to 2003 levels. The number of congested
airports is expected to increase accordingly, to more than
60, with the top 20 airports saturated for at least eight to
ten hours a day.
The study found that the overall airport network has a
long-term potential for 60 per cent capacity growth, but
© Flughafen München GmbH
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
72
pointed out that only a small part of this extra capacity could
be provided at the major airports. One third would in fact not
be needed in 2025 due to insufficient demand at the airports
where it was available. The study also points out that, even if
the 60 per cent capacity increase could be achieved, it would
only be able to accommodate twice the volume of 2003
traffic, meaning that 17.6 per cent of demand (3.7 million
flights per year) could not be accommodated.
Accordingly, EUROCONTROL is working closely with ACI
EUROPE and the International Air Transport Association
(IATA) on the Airport Operations Programme in a bid to
improve the efficiency of airport airside operations and to
maximise capacity. There are currently four projects under
way covering a broad spectrum of airside operations.
Together they offer a cohesive approach to the
improvement of efficiency and the harmonisation across
the European region.
The four projects, which are also examined in the article
‘Airports and European ATM’, cover:
• Airport Collaborative Decision Making (CDM)
Airport CDM uses already available information to
complement and enhance existing procedures, but replaces
the current central planning paradigm with a collaborative
process. At a CDM airport, all partners have access to the
same up-to-date information, establishing a common
situational awareness platform. As a result, decision making
is based on accurate shared information and predictability in
the case of unforeseen events or disruption is increased.
Because it does not introduce radically new systems or
procedures, Airport CDM is not an expensive process, and
the level of potential benefits is significant for all parties.
• Advanced Surface Movement Guidance and Control
System (A-SMGCS)
A-SMGCS uses Mode S multilateration technology to provide
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accurate surveillance and identification of all aircraft and
transponder equipped vehicles on the airport surface, while
Surface Movement Radar detects non-transponder equipped
aircraft or vehicles.
For controllers, a dedicated display screen shows each
aircraft and vehicle securely tagged with its identification
and position. In conditions of restricted or reduced visibility,
　
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