Unshackling Airport Capacity

Private & confidential

Unshackling Airport Capacity

CAPA Global Airport Leaders Forum

Dubai - 17 May 2017

2Private & confidential |

“Necessity is the mother of inventions” – where airport infrastructure is severely

constrained, stakeholders collaborate to find ways to increase capacity, as shown below:

Comparative analysis: declared movements

Conservative

Capacity

Declaration

Peaks &

Troughs

Local Terrain

& Restricted

Airspace

Efficient use

of runway

capacity

Artificial

Caps

LHR, LGW,

BNE, BOM

FRA, SYD,

SIN, LIN

NRT, HND

DXB, FCO

HKG, PEK,

CAN

SVO


No two airports have the same mix of issues

DIAGNOSTIC

Issues

Identification

and

Assessment

Measurement of key

operational performance

areas

Monitoring live operations

Stakeholder interviews

Change readiness

assessment

Airport traffic strategy

review

Alignment activities with

ATMA-CDM systems

requirement initiation and

reviewBusiness case formulation

Runway, parking & stand

utilisation efficiency review

Slot management policy,

process and procedure

review

Terminal & baggage

facilities utilisation review

Aircraft turnaround activity

review

ATC infrastructure and

performance review


Its critical to determine the root cause of congestion (real or artificial) before assessing

how best practice in both slot & capacity management can be applied to relieve congestion

Reviewing airport capacity

Up to 5-10% of additional capacity can be generated at airports which appear to be full.

Examples of enabling factors

Freeing up Additional Capacity

Examples of constraining factors

New Real Capacity

Capped capacity

declaration

Constrained

mixed mode

operation

Artificial Caps Policy Decisions

Network Carriers

and Point to Point

carriers serving a

system of city

airports –

London/ Istanbul

Apparent Full Capacity

Addressing noise

problems at existing

& future airports –

Global trend

17-hr operation

due to night noise

restrictions

despite new

generation

aircraft

Airlines ‘padding’

of schedules in

response to

efficient airport

operation

Hub connectivity

criteria for slot

allocation –

Dubai/ Singapore

Slot

performance

monitoring

& penalties

for non-

conformance

A-CDM

providing

common shared

information

base for

decision making

Runway, taxi-

way, apron

infrastructure

improvements

Adoption of

ATM

modernization,

e.g., GBAS,

ASMGCS,

TBS

Transparent,

clear &

collaborative

slot

coordination

process

Adoption of

Performance

Based

Navigation

(PBN)

Wake

vortex

separation

Routing

bias

Airspace

Congestion or

restrictions

Adverse

weather

events

‘Knock-on’

effects

from

congestion

at origin

airports

Ineffective

airline

operations

leading to

poor slot

discipline and

delay

Terminal &

handling

issues

causing

stand

inefficiency

Sub-optimal

capacity

assessment &

non-alignment

of terminal/

runway

slots

Pricing policy & slot

rule to encourage

larger aircraft types

– Global trend


The airlines can be part of the solution

Pre Arrival

•Figures retrieved check-in

•Outbound bags on stand

•FOD check complete

•Fueller on stand

•One check-in agent has proceeded to the gate

Pre Arrival

•Figures retrieved check-in

•Outbound bags on stand

•FOD check complete

•Fueller on stand

•One check-in agent has proceeded to the gate

A/C on stand

STD -30

•Choc a/c

•Attach power

•Attach Jetbridge

A/C on stand

STD -30

•Choc a/c

•Attach power

•Attach Jetbridge

Arrival +1

•Pax disembark

•Fuelling commences

•Bag & Cargo off load

•On board Cabin crew complete cabin tidy/security checks

Arrival +1

•Pax disembark

•Fuelling commences

•Bag & Cargo off load

•On board Cabin crew complete cabin tidy/security checks

STD-20

•Gate agent commences boarding assisted by TAC

•TAC completes loadsheet

•Onload Bags & Cargo

STD-20

•Gate agent commences boarding assisted by TAC

•TAC completes loadsheet

•Onload Bags & Cargo

STD – 10

• Identify missing pax and offload bags

STD – 10

• Identify missing pax and offload bags

STD -5

• Missing pax bags’ have been offloaded

• Gate is closed, cabin crew member returns to a/c

STD -5

• Missing pax bags’ have been offloaded

• Gate is closed, cabin crew member returns to a/c

STD-3

• a/c doors close

• Prepare for pushback

• Agree off blocks time with Captains to ensure ACARS and Company flight following system concur

STD-3

• a/c doors close

• Prepare for pushback

• Agree off blocks time with Captains to ensure ACARS and Company flight following system concur

ATD +1

• TAC pass MVT details to Station Control

• Station Control send MVT msg

ATD +1

• TAC pass MVT details to Station Control

• Station Control send MVT msg


In designing a wave structure, airline network planners tend to build a system which is as tight as possible,

in order to connect as large a number of O&D markets as possible with minimum travel time.

A well-executed network plan that has sufficient capacity to meet demand at a desired operational level of

service is only possible if airlines take into consideration not just the commercial opportunities identified,

but also a number of fundamental infrastructure and operational factors:

The impact of airline wave strutures

Runway Slot

Constraints

Aircraft Stand

Constraints

Terminal Space

Constraints

Minimum

Connecting Time

Aircraft Stand

Allocation

Minimum

Turnaround Time

INFRASTRUCTURE OPERATIONAL

Airline network planning needs to work closely with airport infrastructure/operational planning to

mitigate these impacts by getting the right trade-off between the amount of concentration of

operations (which carries a cost uplift) and the acceptable level of service deterioration.

SUFFICIENT

CAPACITY

DESIRED OPS

SERVICE LEVEL

Aircraft Taxi

Distance

Aircraft Push-

back Procedure

Transit Baggage

System

Ramp Handling

& Equipmt Org

Documents

Unshackling Airport Capacity