DLR/EECTotal Airport Management Christoph Meier & Peter Eriksen European Organisation for the Safety of Air Navigation
Or… Where do we take Airport CDM from here?
Today’s problem • Lack of collaborative strategic planning between Airport partners • Limited facilities for real-time data sharing • Inflexible responses to real-time events • Inability to exploit potential for efficience and capacity gains offered new capabilities Even with Airport CDM in place
Airport CDM TAM is an extension of Airport CDM Airport CDM will improve today’s situation, but there are certain shortcomings: - CDM is limited to the pre-tactical phase (+2 hours) - There is no support of analytical tools - CDM provides limited understanding of system wide impact of decisions - CDM has limited use of common performance indicators …but Airport CDM is still a big step forward
Stakeholders need…. • optimised arrival and departure rates for sustained periods • improved predictability of all airport processes • sufficient flexibility to accommodate real- time events • environmentally suitable and acceptable operations • understanding of trade-off possibilities
What is TAM? TAM considers the airport holistically as one node of the overall air transport network. In order to ensure an overall Quality of Service (QoS) of an airport to the customers and to the air transport network, TAM concentrates on the initial strategic and pre-tactical planning phases using the most accurate information available, followed by the monitoring (and when required, reactive planning) of the tactical working process.
How will TAM work? Looking minutes, hours, days, weeks or months ahead Modeling and visualisation of airport processes to allow for common understanding of future scenarios Based on commonly agreed performance indicators Allowing for Airport Configuration and management based on agreed performance targets Collaborative planning processes assuring equity and flexibility
Expected Benefits Improved predictability Resources can be used more efficiently, keeping sufficient flexibility to cater for the unforeseen More transparency Cooperative negotiation and equity for all stakeholders Trade-off With direct involvement of stakeholders in determining performance targets
Problems addressed by TAM Poor global flow of information: A deficit of information exchange between subsystems is caused due to no common information system Global goal neglect and conflicting interests: Subjective interests of stakeholders follow a local cost-benefit analysis before information exchange is supplied and restrictions are accepted Complexity increase: Problems of complexity increase, focusing on global goals. More system parameters and dependencies have to be considered
Instantiations of TAM (2/2) • De-Centralised APOC • Centralised APOC • APOC by Hand • Remote APOC
Joint Airport Operations Plan (AOP) Performance Targets Flow Targets Resource-Event Targets Static Constraints Dynam. Constraints
Summary, Status and Outlook • TAM is the Vision, Airport CDM the solid starting point • Performance based airport needed to enable performance based ATM • “Total” means airside and landside & adhoc to strategic time horizon • Proactive, layered guidance based on C4I principles • Tools supporting dynamic, repetitive planning results in joint AOP • Human centred automation • Different APOC Instantiations possible • Integrating existing approaches like A-SMGCS, xMAN, CDM… • Initial concept document jointly developed by DLR and EEC • Initial Validation Exercises planned for EC FP-6 Episode 3 • Effort in DLR and EEC to be continued • FP7 / SESAR might be platform for large scale validation