DLREEC Total Airport Management - PowerPoint PPT Presentation

Title: DLREEC Total Airport Management


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DLR/EECTotal Airport Management

• Christoph Meier Peter Eriksen

European Organisation for the Safety of Air
Navigation
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Or
Where do we take Airport CDM from here?
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Todays 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
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Airport CDM
TAM is an extension of Airport CDM

• Airport CDM will improve todays 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
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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

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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.
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How will TAM work?
Looking minutes, hours, days, weeks or
months ahead
Based on commonly agreed performance indicators
Modeling and visualisation of airport processes
to allow for common understanding of future
scenarios
Allowing for Airport Configuration and
management based on agreed performance targets
Collaborative planning processes assuring equity
and flexibility
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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
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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
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Scope of TAM (time horizon)
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Scope of TAM (spatial)
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Instantiations of TAM (1/2)
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Instantiations of TAM (2/2)

• De-Centralised APOC
• Centralised APOC
• APOC by Hand
• Remote APOC

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Generic Management Cycle
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Human Centred Automation
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Joint Airport Operations Plan (AOP)
Performance Targets
Flow Targets
Resource-Event Targets
Static Constraints
Dynam. Constraints
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AOP Dynamics
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AOP Lifecycle
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Functional Architecture of TAM
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Representatives (agents) in TAM
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Fundamental Roles in APOC
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Decision Making Process
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TAM in practical terms
The TAM actors will conduct a number of daily
conferences where they will analyse past
performance The past performance will be used to
determine optimum future airport configurations
and predict perfomance using modelling (e.g. 6
hours, 24 hours, 7 days, 30 days)
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TAM in practical terms
Decision support tools will help visualising the
consequence such as delay, but also e.g.
environmental load Aircraft Operators will if
required perform demand/capacity trade offs and
develop alternative demand scenarios than can be
evaluated by decision support tools
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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