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THE MOVEMENT DATABASE
Within AERO2K objective, Eurocontrol task is to co-ordinate and develop a global civil and military aircraft movements database for the year 2002.
The general approach that will be taken in compiling the air traffic movement database is to use ATC data where available as a primary source and augment this with timetable data where ATC data are unavailable. Known ATC sources include the ECAC region and the North American region (via FAA). Collaboration between AERO2K and SAGE, the current global emission model developed by FAA for the USA, has been introduced. This collaboration consists of setting up a formal exchange of movement databases. This constitutes the bulk of global air traffic movements. The merge of both data sources will enable to constitute an inventory based on real routing and flight plan data.
Where ATC data are unavailable, an alternative approach of using a combination of route-maps and waypoint markers will be developed. Movement data will be based on analysis of the OAG world timetable. However, this will be refined through a statistical model approach.
This will allow, for the first time, a robust calculation of real fuel and emissions vs those from assumed flight-levels and great-circle distances. The base-year is proposed as 2002 to allow for advance liaison with ATC authorities.
An initial investigation will be undertaken to identify what ATC data are available worldwide, and to set up agreements for the transfer of these data to the project. An initiative is to use the ICAO structure to distribute a data survey, first to the ICAO regional offices (Bangkok, Cairo, Dakar, Lima, Mexico, Nairobi) and then to air traffic management authorities in the countries of those regions.  This method will enable data requests to reach the air traffic management authorities in South America, Africa and Asia.

 

It is wished to carry out region-specific studies of China and FSU in order to make a contribution to the overall objective of assembling a database of aircraft movements that includes as many movements globally as possible. Thus, the emissions inventory will be based upon on a traffic database that is as complete as possible. 
Because estimation of emissions during the LTO cycle is strongly influenced by assumptions regarding both times in mode and engine thrust, the objective of this WP is also to gain a more detailed understanding of actual values, so that the emissions from aircraft during the LTO cycle will be quantified more accurately. The inventory will include emissions of NOx, CO, HC and particulate matter from aircraft up to an altitude of 3,000 ft. The LTO inventory will be produced in a GIS environment and will be integrated into the wider aviation inventory. The ‘standard’ LTO cycle used to determine emissions requires further examination with regard to certain issues that may significantly influence aircraft emissions. These issues include taxi-out times, power settings in take-off, climb-out and landing, and start-up of aircraft engines. Other areas requiring further examination include APU (auxiliary power units) emissions. Some simplification will be required to be able to represent the global situation. A relatively small proportion of the world’s major airports accounts for a large fraction of global air traffic movements. These airports will be surveyed in detail. Other smaller airports will be classified as small or medium based on their air traffic movements and sample surveys of these airports will be carried out. Similarly, a relatively small proportion of airlines contribute a large fraction of the global air traffic movements and these airlines would be the subject of the more detailed survey/questionnaire work. 
In summary, the aim of the global movement database is to develop an inventory based on:
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The elaboration of a 4-D flight profile.

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Real flight routes and real flight over time from ATC data and simulation.
　
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本文鏈接地址：AERO2K Flight Movement Inventory Project Report(88)