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level of understanding about airport operations over the last
five years, and that airports themselves have become much
more involved.
Prague was an early test-bed for the Advanced Surface
Movement Guidance and Control System (A-SMGCS) project.
The airport has become a benchmark for good practices, and
has been able to accommodate a surge in traffic. A-SMGCS is
an example of a tool that is available today, but is not yet
used to its full potential. It is both a capacity tool and, at the
same time, a safety net, with many procedures still in
development stages. “It is an advanced warning tool,” says
Joppart. “It could ultimately put the ground controller and the
pilot in a position to use the airport in bad weather in almost
the same way they would in normal weather conditions.”
Airports that suffer prolonged periods of bad weather cannot
realise their full capacity. A-SMGCS, along with other tools,
could improve this situation for many European airports.
Joppart also believes the airport mindset has changed. "We
67
There has been a
quantum leap in the
level of understanding
about airport operations
over the last five years
A
have to be pragmatic about how airports are today, compared
to how they were. Some of them are totally privatised, some
are on the way, others are State-owned but nevertheless very
business minded.” Aircraft delays have a knock-on effect on
the ground. Airports have to take care of the passengers and
this can become a health and safety issue.
Several airports are participating in the collaborative
decision making (CDM) project, which aims to share
information between air traffic control, pilots and airports to
take account of individual preferences. These include slot
compliance, night curfews, stand allocation and aircraft
sequencing. The EUROCONTROL team is supporting
Stockholm, Barcelona, Brussels and Heathrow in order to
demonstrate the benefits of CDM and others are following
closely, among them Paris CDG, Amsterdam, Munich, Frankfurt
and Zurich.
An implementation manual is also available that enables
any airport to embark on its own CDM programme. Moreover,
the technology is straightforward and includes a server at
airport level and a database. The cost is estimated at less than
E100,000 for a small airport and double this for large airports.
Meanwhile, a high degree of co-operation has resulted from
the runway safety programme. More than 90 per cent of
Member States have established local runway safety teams
that include representatives from the airport operators,
airlines and navigation service providers. The initiative is driven
by the ICAO safety committee requirement, and received a
boost in 2004 when the EUROCONTROL Strategic Safety
Action Plan highlighted the need for more stringent runway
incursion reporting.
Yvonne Page, EUROCONTROL Runway Safety Project
Manager, says in 1999 there were only 50 official runway
reports. By 2004, these had risen to 530. “This improvement
in reporting culture does not reflect a negative change in
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
68
the levels of operational safety on the manoeuvring area. It
does reflect an improvement in ATM incident reporting
culture. Even with the improved levels of reporting there is
not enough data yet to confirm a reduction in runway
incursions per se, but what we can say from the data we have
available is that the seriousness of the incursions is reduced.
Incursions are classified A-E and we have a reduction in the As
and Bs compared to previous years with a significant drop
between 2004 and 2003.” In November 2004 ICAO Member
States agreed upon one definition of a runway incursion,
enabling runway incursion data to be compared, and
common causal factors identified and researched.
Another project that is delivering results is the capacity
assessment work that centres on the Commonly Agreed
Methodology for Airside Capacity Assessment (CAMACA). This
computer tool is a simulation programme that enables airports
to examine various options to enhance capacity management.
First used by Brussels in the late 1990s, the airport gained an
extra two movements an hour as a result of more efficient
operations. In Lisbon, the additional rapid exits and concrete
modifications led to a 10 per cent gain in aircraft movements.
EUROCONTROL has brought the tool to an advanced stage of
development under its capacity enhancement initiative.
“The most immediate challenge is to unlock capacity over
the next five years,” says Paul Wilson, Head of EUROCONTROL's
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A vision for European aviation(18)
