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EUROPEAN ORGANISATIONFOR THE SAFETY OF AIR NAVIGATION

EUROCONTROL EXPERIMENTAL CENTRE

AIRSPACE MODEL SIMULATION OF THE SCOTTISH FIR/UIR IN PREPARATION FORTHE NEW SCOTTISH AIR TRAFFIC CONTROL CENTRE (NSC)

EEC Note No. 25/97

EEC Task F08EATCHIP Task ISS

Issued: November 1997

The information contained in this document is the property of the EUROCONTROL Agency and no part should be reproduced in anyform without the Agency’s permission.

The views expressed herein do not necessarily reflect the official views or policy of the Agency.

EUROCONTROL

REPORT DOCUMENTATION PAGE

Reference:EECNote No. 25/97

Security Classification:Unclassified

Originator:EEC - AMS(Air Traffic Control Model Simulations)

Originator (Corporate Author) Name/Location:EUROCONTROL Experimental CentreB.P.15F - 91222 Brétigny-sur-Orge CEDEXFRANCETelephone : +33 1 69 88 75 00

Sponsor:United Kingdom National Air TrafficServices (NATS).

Sponsor (Contract Authority) Name/Location:Scottish and Oceanic Air Traffic Control Centre,Sherwood RoadPrestwickAyrshireScotland

TITLE:AIRSPACE MODEL SIMULATION OF THE SCOTTISH FIR/UIR IN PREPARATION FOR THE

NEW SCOTTISH AIR TRAFFIC CONTROL CENTRE (NSC)

AuthorG. Flynn

Date

11/97Pages

vi + 48Figures

16+ 2

maps

Tables

14Appendix

1References

_

EATCHIP TaskSpecification

ISS

EEC Task No.

F08

Task No. Sponsor Period

1996 to 1997Distribution Statement:(a) Controlled by: Head of AMS(b) Special Limitations: None(c) Copy to NTIS: YES / NODescriptors (keywords):AF64 - F08 Airspace Model Simulation - RNAV - controller tasks - FIR/UIR - RVSM - ARN RouteNetwork - sectorisation - traffic flows - North Atlantic Track (NAT) structure - workload.Abstract:This document describes a EUROCONTROL Airspace Model simulation study, conducted onbehalf of UK NATS prior to the operational date for the New Scottish Centre.The study assessed: proposed changes to sectors, routes, and control procedures; and what effectnew equipment had on controller workload and sector capacity.

This document has been collated by mechanical means. Should there be missing pages, pleasereport to:

EUROCONTROL Experimental CentrePublications Office

B.P. 1591222 - BRETIGNY-SUR-ORGE CEDEX

France

AMS Centre of Expertise

EUROCONTROL Experimental Centre

AMS study F08 New Scottish Area Control Centre NSC

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Contents

Contents ii - iii

List of tables iv

List of abbreviations v - vi

Chapter One Introduction 1

1 Section contents 1

1.1 The purpose and objectives of the study 1

1.2 The civil traffic samples used 2

1.3 Description of the organisations simulated. 3

1.4 Air traffic control tasks 6

1.5 Aircraft performance data 8

1.6 The reference organisation 9

1.7 Capacity assessment 9

1.8 Simulation maps 9

1.9 Composition of results 10

1.10 Document structure 10



AMS study F08 Simulation of New Scottish Area Control Centre (NSC)

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Chapter 2 Results summary specific to objectives 12

2.1 Traffic distribution. 12

2.2 Workload figures 17

2.3 Capacity assessment 21

2.4 Other route and sector modifications 29

Chapter 3 Other noteworthy results 34

3.1 Use of RVSM levels in the airspace 34

3.2 Traffic density in the TMA 35

3.3 Busiest periods in sectors 39

Conclusions and recommendations 43

Annexe EAM simulation maps 46




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List of tables

1.2.1 Table 1 Traffic flows in samples. 2

1.2.2 Table 2 Sample names 3

1.3.1 Table 3 Sectors in reference organisation. 3

1.3.2 Table 4 Sectors in proposed organisation. 4

2.2.2 Table 5 Workload figures per sector 20

2.3.1 Table 6 Limiting factors on capacity 30

2.4.3 Table 7 Conflicts in Antrim sector 28

3.2.1 Table 8 Main traffic flows 36

3.3.1. Table 9 Sample one - busiest hour per sector 39

3.3.2 Table 10 Sample two - busiest hour per sector 40

3.3.3 Table 11 Sample three - busiest hour per sector 40

3.3.4 Table 12 Sample four - busiest hour per sector 41

3.3.5 Table 13 Sample five - busiest hour per sector 41

3.3.6 Table 14 Sample six - busiest hour per sector 42




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List of abbreviations

ACC Area Control Centre

AMS Air traffic control Model Simulations

AIP Aeronautical Information Publication

ATC Air Traffic Control

CoE Centre of Expertise

CFMU Central Flow Management Unit

EAM EUROCONTROL Airspace Model

EEC EUROCONTROL Experimental Centre

FD Manag Flight Data Management

FIR Flight Information Region

FL Flight Level

NAT North Atlantic Track

nm Nautical mile

R/T Radio Telephony

RNAV Area Navigation

RVSM Reduced Vertical Separation Minima

ScATCC Scottish and Oceanic Area Control Centre

STAR Standard Arrival Route

TMA Terminal Control Area




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UIR Upper Flight Information Region

EXEC Executive controller

PLN Planner



AMS study F08 New Scottish Area Control Centre NSC

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Chapter One Introduction

1 Section contents

This section describes:

• the purpose and objectives of the study

• details of the traffic samples

• description of the organisations simulated

• EAM air traffic controller tasks

• EAM aircraft performance data

• reference organisation

• EAM simulation maps

• results produced by the model

• document structure

1.1 The purpose and objectives of the study

The UK National Air Traffic Services (UK NATS) requested a fast time simulation study of

the Scottish FIR/UIR as part of strategic planning for a new Air traffic Control Centre (ACC)

in Prestwick, Scotland. The overall objectives of the study were:

a) to assess the impact of new equipment which will be installed in the new centre,

upon proposed sectorisation, route structure and control procedures foreseen to

be in use from 1997 to 2001;

b) to identify any potential increases in sector capacity as a result of a reduction in

controller workload following the automation of certain control tasks;

c) to evaluate the effect of proposed sectors changes and RNAV routes;

d) to identify areas requiring further design.



AMS Centre of Expertise Study AF64/F08 Simulation of New Scottish Area Control Centre (NSC)

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1.2 The civil traffic samples used

A set of six civil traffic samples representing predicted traffic flows for the year 2001 were

provided. The six samples comprised the following traffic flows and are listed below.

1.2.1 Table 1 Traffic flows in samples.

Sample Time period Major flow Total flights

1 0530 - 1000 Eastbound NAT/TMA 555

2 0545 - 1015 Eastbound NAT/TMA 614

3 1545 - 2015 Evening TMA peak 415

4 0700 - 1130 Mixed east /west NAT+TMA

morning

579

5 1045 - 1515 Westbound NAT/TMA 566

6 1045 - 1515 Westbound NAT/TMA 615

The traffic samples above were tested using a reference and proposed organisation for

each sample. The twelve organisations (six reference and six proposed) and their

respective abbreviations are shown in table two overleaf.




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1.2.2 Table 2 Sample names

Sample number Reference organisation Proposed organisation

1 REF1 PRO1

2 REF2 PRO2

3 REF3 PRO3

4 REF4 PRO4

5 REF5 PRO5

6 REF6 PRO6

1.3 Description of the organisations simulated.

Table 3 shows the sectors and abbreviations used in the reference organisation and table

4 shows those for the proposed organisation. The principle traffic flows contained in each

sample are also shown.

1.3.1 Table 3 Sectors in reference organisation.

Note: Vs = overflights, ↑ and ↓ represent climbing and descending flights respectively

Sector name Abbreviation Vertical limits* Principle flows

TMA out TMOUT 6000' - FL255 TMA departures + Vs

TMA in TMAIN 6000' - FL255 TMA arrivals + Vs

Dean Cross DCS FL255 - FL600 NAT traffic + TMA ↑ ↓

Forth Low FORLO 6000' - FL245 low level domestic

Forth Upper FORUP FL245 - FL600 domestic + NAT

Antrim ANTRM 6000' - FL245/265 Belfast TMA + domestic

West Coast WCOAS 6000' - FL245 domestic

South West SWEST FL245 - FL600 NAT

Moray MORAY 6000' - FL600 domestic + NAT

Hebrides HEBRI 6000' - FL600 domestic + NAT

Central CENTR FL245 - FL600 NAT




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1.3.2 Table 4 Sectors in proposed organisation.

Sector name Abbreviation Vertical limits Principle flows

TMA out TMOUT 6000' - FL255 TMA departures + Vs

TMA in TMAIN 6000' - FL255 TMA arrivals + Vs

Dean Cross DCS FL255 - FL600 NAT traffic + TMA ↑ ↓

Fife FIFE 6000' - FL255 * low level domestic

Brent BRENT FL000 - FL600 * domestic + NAT

Antrim ANTRM 6000' - FL245/265 Belfast TMA + domestic

West Coast WCOAS 6000' - FL255 * domestic

South West SWEST FL255 - FL600 NAT

Moray MORAY 6000' - FL600 domestic + NAT

Hebrides HEBRI 6000' - FL600 domestic + NAT

Central CENTR FL245 - FL600 NAT

1.3.3 New routes included in the reference organisation.

• DET-TLA for overflights at FL300 or above from departure points outside the UK.

• BHD-TRN for TMA arrivals from Spain, Portugal and the Canaries.

• TOPPA-STN-59°n 10°n, for traffic previously routeing via SILVA-FAMBO-59°n10°w.

• TOPPA-STN-60°n10°w for traffic previously routeing via LONAM-SKATE-60°n10°w.

• TOPPA-ADN-61°n10°w for traffic previously routeing via LONAM-SKATE-61°n10°w.

• Arrivals to Edinburgh from Heathrow and Gatwick re-routed to new STAR DET-TLA.

1.3.4 The RVSM transition area.

Airspace encompassing Hebrides, Dean Cross and South West sectors was defined as

the RVSM transition area where standard semi-circular and RVSM flight levels were




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permitted. However, to avoid overloading the Dean Cross sector, pilot or controller

requests for a reclearance to a RVSM flight level were not permitted in that sector.

1.3.5 New routes included in the proposed organisation.

The route structure in the proposed included all routes in the reference organisation

plus the following RNAV and other routes listed below.

RNAV routes:

• RONAK 6100°n 00630°w;

• VES 5700°n 01000°w;

• VES 5800°n 01000°w;

• VES 5900°n 01000°w;

• VES 6000°n 01000°w;

• AAL 5900°n 01000°w;

• AAL 6000°n 01000°w;

• AAL 6200°n 01000°w;

• AAL 6100°n 01000°w.

Other routes:

• POL-55°n10°w;

• POL-56°n10°w;

• POL-57°n10°w;

• WAL-55°n10°w;

• WAL-56°n10°w;




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• WAL-57°n10°w;

• northerly extension of route TELBA-WHI-BARRO to GOW for TMA departures

landing EGKK and for overflights via MID;

• routes from oceanic entry points 61°n - 57°n 10°w to WHI for Gatwick arrivals and

MID overflights;

• TRN-WAL;

• NGY-WAL.

1.3.6 Sector changes in proposed organisation

The changes to sectors in the proposed organisation altered the geographical

dimensions of the FORLO and FORUP sectors to create FIFE and BRENT sectors. The

FORLO sector was reduced in geographical size but the revised eastern boundary

encompassed airspace between ADN, NEW and TALLA.

The Brent sector overlay the Fife sector and assumed control of the lower airspace in

the eastern North Sea area previously under the control of the Forth Low sector

(FORLO). See maps in the Annexe.

In the Antrim sector, airway B3 was widened from 10nm to 15nm and fillets of airspace

between IOM and MAGEE and IOM and MULLA were introduced.

1.4 Air traffic control tasks

The airspace model analyses the progress of each flight as it transits the simulation

area to detect the necessary ATC actions to process the flight. Controller tasks are

grouped into five categories and are assigned to the appropriate controller (executive or

planning) and sector.

The five groups are:

• Flight data management (FD Manag);

• Coordination (encompasses internal and external coordinations);




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• Conflict search tasks to determine ATC clearances;

• Routine R/T communications;

• Radar tasks.

Controllers in the Working Group defined the current task descriptions and their

respective execution times. Any alterations, additional tasks or changes to the

execution times as a result of the automated system, were also defined by the ScATCC

controllers in the Working Group.

In general, the new tasks and changes to task execution times had the greatest impact

upon flight data management and controller coordination tasks.

For modelling purposes, the new tasks were allocated in blocks relating to generic

traffic flows. These flows were: flights departing from an airfield in the simulated

airspace; traffic landing in the simulated area; en-route overflights entering from and

exiting to adjacent ATC units.

Each flow was assigned a set of tasks that were triggered by the flight category and

recorded by the model.

1.4.1 Radar Tasks

Radar tasks are divided into two categories: radar supervisions and radar interventions.

A radar supervision is the close monitoring of a potential conflict between two aircraft

where a tactical intervention is deemed unnecessary. An instruction such as "maintain

heading" may be issued.

A radar intervention is the tactical alteration of an aircraft's heading, level or speed to

maintain standard radar separation in accordance with the requirements of a controlling

agency.

There are nine types of radar conflicts recorded by the model. These are grouped into

three classes relating to the lateral separation between flights: i.e. same track, crossing

track or opposite track. These classes are sub-divided in relation to the vertical

displacement between the aircraft concerned: same level, both aircraft in cruise, one




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aircraft in cruise and the other in climb or descent, and both aircraft in climb or descent.

The conflict types are numbered 1-9 as listed below and apply to both radar

interventions and radar supervisions.

,Type 1 Same track - same level - both aircraft in cruise

,Type 2 Same track - one in cruise - one in climb or descent

,Type 3 Same track - both in climb or descent

,Type 4 Crossing tracks - same level - both aircraft in cruise

,Type 5 Crossing tracks - one in cruise - one in climb or descent

,Type 6 Crossing tracks - both in climb or descent

,Type 7 Opposite tracks - same level - both aircraft in cruise

,Type 8 Opposite tracks - one in cruise - one in climb or descent

,Type 9 Opposite tracks - both in climb or descent

1.5 Aircraft performance data

The airspace model recognises more than 250 different aircraft types. These aircraft

types are grouped into 60 categories of performance.

Detailed data on speed of the flight on cruise, climb, descent and rate of climb and

descent are available for each aircraft. Minimum and maximum performance figures in

each category are available.

These data are used by the model to construct the requested and final flight profile of

each aircraft in the simulated airspace. Detailed information on the figures applied may

be obtained from the EUROCONTROL Experimental Centre, CoE AMS.




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1.6 The reference organisation

All EAM simulations use a reference against which changes to the airspace, control

procedures or routes are measured. Generally this reference is a "current"

representation of the routes, traffic levels, airspace and procedures in use at the air

traffic unit being simulated. This reference exercise is then validated by the Working

Group and altered where required to accurately reflect the procedures, aircraft

performances and special requirements of the unit. This validation process ratifies the

simulation results and provides a benchmark against which changes are measured.

However, in this simulation, the "reference" exercises incorporated planned

future sectors, routes, procedures, separation standards and forecast traffic

levels. Therefore, they were not representative of current traffic levels and

procedures.

This use of a future scenario, routes and procedures as a reference made any direct

comparison between the current status and a "next step" impossible. Therefore, a

measurement of a maximum work threshold was not applied.

1.7 Capacity assessment

The method used to identify any capacity benefit was as follows: In each reference

exercise run on the six samples, the highest total workload figure attributed to the

busiest controller (executive or planner) was extracted. This figure was deemed to be

the overall "limiting factor" in the simulation area and to the ATC system for that

particular traffic sample.

The same process was applied to the proposed organisation. If the overall limiting

factor was less than that recorded in the reference organisation, the difference between

the two represented a potential capacity increase for the area based on the traffic flows

in that sample.

1.8 Simulation maps

The simulation maps shown in the Annexe are a definition of the airspace in

accordance with the requirements of the EUROCONTROL Airspace Model (EAM).




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They do not correspond to official AIP publications as they show only the routes route

points contained in the traffic samples. They also contain adjustments required by the

EAM to adequately detect and resolve conflicts. This means that in cases where routes

in reality are close together, converging or not separated, the maps depict this as a

single line. This single line or route does not contain all the points in an official route

structure. Additional numerical points appearing on the maps are created by the model

to assist in the calculation of flight profiles.

1.9 Composition of results

The model generates a large amount of data that includes the following statistics:

• numbers of traffic recorded in each simulated sector;

• controller working times for each task category and position;

• flight level usage in level bands;

• conflicts recorded during the simulation;

• loading on the simulated control positions;

• numbers of flights over geographical points in the airspace;

• average flight time in each sector;

• delays recorded in minutes;

• point and sector loading statistics;

• list of events for each simulated flight.

1.10 Document structure

As shown above, the EAM produces a vast amount of statistics and results. This

document summarises extracts of the statistics and results from the model which were

directly concerned with the simulation objectives listed on page 1. All other tabular lists




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of results and bar charts are available on request from the Airspace Model Simulation

(AMS) CoE at the EUROCONTROL Experimental Centre.

Chapter 2 Summarises overall results in relation to simulation objectives.

Chapter 3 Other noteworthy results or trends identified.

Chapter 4 Conclusions and recommendations.

Annexe EAM simulation sector maps.




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Chapter 2 Results summary specific to objectives

2.1 Traffic distribution

Traffic distribution and sector penetrations are directly related to the traffic flows

contained in the traffic sample and the performance characteristics of different aircraft

types. The numbers of recorded sector penetrations are affected by changes to the

route structure and geographical or vertical dimensions of sectors.

Although not a critical statistic in a simulation study, the numbers of flights entering a

sector will trigger standard or routine controller tasks in a simulated environment - as

they do in reality. For example; the frequency of certain routine or standard tasks, such

as the numbers of R/T tasks recorded for first and last radio transmission to a flight, will

increase in a linear manner relative to the increase in the numbers of flights entering

the sector. This, in turn, affects controller workload recordings for those tasks.

In this simulation, the proposed route structure had the same basic route structure as

the reference structure plus the routes listed on pages 5 and 6. The majority of new

routes affected westbound oceanic traffic flows. Therefore, there was no significant

difference in traffic figures recorded between the reference and proposed organisations

in samples 1, 2 and 3.

Figures 2 and 3 show the total sector penetrations recorded for each sector in all

reference and proposed organisation samples respectively.

Note: All the bar charts in this document were colour coded to represent individual

sectors with a specific colour. The sector names and their respective colours are shown

in figure 1, page 13.




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Figure 1

Figure 2

Sector name Abbreviation Colour code

Antrim ANTRM

TMA in

TMA out

Dean cross

Forth lower

Forth upper

Moray

Hebrides

West coast

South west

Central

Fife

Brent

CENTR

SWEST

WCOAS

HEBRI

MORAY

BRENT

FIFE

FORLO

FORUP

DCS

TMAIN

TMOUT

2

2

EUROCONTROL

2

2

Traffic distribution in sectors. Numbers shown are totalsector entries for all reference samples REF1 - REF6

0 200 400 600 800 1000 1200

TMAIN

TMOUT

DCS

FORLO

FORUP

MORAY

HEBRI

WCOAS

SWEST

CENTR

ANTRM

Figure 2

557

435

472

134

395

330

773

583

1102

869

893




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Figure 3

3

3

EUROCONTROL

3

3

Traffic distribution in sectors. Numbers shown are totalsector entries for all proposed samples PRO1 - PRO6

0 200 400 600 800 1000 1200

TMAIN

TMOUT

DCS

BRENT

MORAY

HEBRI

WCOAS

SWEST

CENTR

ANTRM

FIFE

Figure 3

603

427

501

150

392

352

764

582

1056

922

887

There were noticeable differences to the traffic distribution between the reference and

proposed organisations recorded in sample 5, for the Moray sector, and in sample 4, for

Antrim and South West sectors.

Figures 4, 5, 6 and 7 show the distribution of traffic for reference and proposed

organisations for samples 4 and 5.




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Figure 4

10

10

EUROCONTROL

10

10

Traffic distribution per sector in sample 4 (0700 - 1130)Reference organisation : REF 4 (Total flights 579)Skipped flights indicated by

34 8

189

11

6849

34

95

72

107

020406080

100120140160180200

TMAIN TMOUT DCS FORLO FORUP MORAYHEBRI WCOAS SWEST CENTR ANTRM

111 141

99 112

4

Figure 4

Figure 5

16

16

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16

16

Traffic distribution per sector in sample 4 (0700 - 1130)Proposed organisation: PRO 4 (Total flights 579)Skipped flights indicated by

39 27

9

6

10

4

491

1

72

122

0

20

40

60

80

100

120

140

160

180

200

TMAIN TMOUT DCS FIFE BRENT MORAYHEBRI WCOAS SWEST CENTR ANTRM

108127

174

96115

65

35

113

Figure 5




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Figure 6

1

1

EUROCONTROL

1

1

Traffic distribution per sector in sample 5 (1045 - 1515)Reference organisation : REF 5 (Total flights 566)Skipped flights indicated by

114 134

134

1

4

11

57

195

22 20

90 88

0

50

100

150

200

250

TMAIN TMOUT DCS FORLO FORUP MORAYHEBRI WCOAS SWEST CENTR ANTRM

230

93

223

114 134

Figure 6

Figure 7

17

17

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17

17

Traffic distribution per sector in sample 5 (1045 - 1515)Proposed organisation: PRO 5 (Total flights 566)Skipped flights indicated by

16 6

5

6

9

193

32 26

90 96

0

50

100

150

200

250

TMAIN TMOUT DCS FIFE BRENT MORAYHEBRI WCOAS SWEST CENTR ANTRM

122146

210

92

217

78

Figure 7




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The effect of the increased numbers of flights entering Moray, Antrim or South West

sector as a result of route changes is shown in chapter 2, paragraphs 2.4 - 2.5.

The overall controller workload figures recorded for the proposed organisation were

markedly less as a result of the new equipment and the new tasks or execution times.

(See below)

2.2 Workload figures

The reduction in controller workload recorded as a consequence of the new equipment

was the most significant result of this study.

The effect of the new equipment upon flight data management tasks achieved the

greatest benefit in task reduction time. As shown in figures 8 and 9, the average

percentage reductions in executive controller workload between the reference and

proposed organisations were:

• 15% for the executive controller task times

• • 41% for the planning controller task times

These recorded workload reductions were substantial and indicate a potential to

improve capacity throughout the airspace. This was an extremely important and

encouraging result.

It should be noted, however, that although the total task times for the executive and

planning controllers were reduced overall, the task times recorded for the executive

controller in certain co-ordination tasks were increased in each proposed organisation.

This rise in executive controller coordination tasks was due to the reclearance of

eastbound oceanic flights from RVSM levels to standard semi-circular levels. This

task was allocated to the executive controller when this event occurred.




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Figure 8

8

8

EUROCONTROL

8

8

Comparison between totals of times recorded for Executivecontroller in the task group categories. All samples REF 1-6and PRO 1-6.

0

1000

2000

3000

4000

5000

6000

REF PRO

Coord

F data dec. of 71 %

inc. of 365 %

Conf. srch inc. of 6 %

R/T no sig. change

Radar dec. of 6 %

Total = 5136

Total = 4373 minutes

OVERALL REDUCTION OF 15% IN EXECUTIVE CONTROLLER TASK TIMESFigure 8

Figure 9

9

9

EUROCONTROL

9

9

Comparison between totals of times recorded for Planningcontroller in the task group categories. All samples REF 1-6and PRO 1-6.

0

1000

2000

3000

4000

5000

6000

REF PRO



OVERALL REDUCTION OF 43% IN PLANNING CONTROLLER TASK TIMES

Coord

F data dec. of 64 %

Conf. srch dec. of 75 %

R/T no sig. change

Radar

dec. of 2 %

no sig. change

Figure 9




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2.2.1 Breakdown of workload reduction by sector

Table 4 is a formatted example of workload data extracted from the model. As shown in

figures 8 and 9, the average total reductions in workload recorded for all proposed

samples were 15% for the executive controller and 43% for the planning controller.

Table 5 shows the breakdown of these figures by sector and organisation for the

executive (Exec) and Planning (Pln) controllers using traffic sample one. Sample one

reference and proposed organisations were randomly selected as an example as the

results recorded for the other samples which compared the reference and proposed

organisations displayed similar trends.




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2.2.2 Table 5 Workload figures per sector

Sec Exec Ref 1 Exec Pro 1 Reduction Pln Ref 1 Pln Pro 1 Reduction

TMAIN 195.1 180 - 8% 113.4 68.3 - 40%

TMOUT 108.2 96.7 -11% 104.8 68.7 - 34%

DCS 54.1 43.1 - 20% 95.2 60.9 - 36%

F/F 80.7 68.9 - 15% 91.5 56.5 - 38%

F/B 33.9 27.8 - 18% 66 33.6 - 49%

MORAY 37.9 32.6 - 14% 53.8 30.3 - 44%

HEBRI 16.2 13.5 - 20 % 28.7 13.6 - 53%

WCOAS 8.2 7.6 - 7% 11.6 8.8 - 26%

SWEST 82.1 73.5 -10% 137 72.1 - 47%

CENTR 17.2 14.5 - 16% 28.1 14 - 50%

ANTRM 116 72 - 38% 103.8 64.2 - 38%

TOTAL 750 630 - 16% 834 491 - 41%




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2.3 Capacity assessment

THE CAPACITY FIGURES REFERRED TO IN THIS DOCUMENT ARE NOT BASED

ON DECLARED SECTOR OR CENTRE FIGURES OR CFMU DATA.

The capacity assessment in this simulation was problematic because no reference

organisation representing current procedures, sectorisation and "actual" traffic levels

was tested as a benchmark.

There was no method to evaluate the step between today's situation and current

controller workload (which would have provided an indication of current capacity) to the

predicted scenario in the "Reference" samples.

For this reason no current sector capacity figures were considered. It was assumed that

there will be spare sector and controller capacity at Scottish between now and the year

2001, to accommodate greater levels of traffic such as those in the samples.

The method used to establish a capacity baseline was to note the overall limiting factor

(control position) in each scenario. This sector was set as the reference system limit for

that traffic sample and compared to the figure recorded as the limiting factor in the

proposed organisation. Any reduction was regarded as a potential increase in overall

system capacity.

A list of the limiting factors recorded for each sample is shown on the Excel sheet table

6 on page 24 which also shows the traffic flows in each sample.

In samples 1 2 and 3, the system limiting factor was recorded at the TMAIN executive

control position in both the reference and proposed organisations. This was because

the major traffic flow in samples 1, 2 and 3 was generated by the TMA. The TMA flights

represented 41% of all flights contained in samples 1 and 2, and 54% of all flights in

sample three. The total average difference between the reference and proposed

organisations for these samples indicated an average capacity increase of 6% for the

system. See figure 10.




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In samples 4 - 6 inclusive, the limiting factor changed between the reference and

proposed organisations. That is: the highest workload figure was not recorded at the

same position and sector in the reference and proposed organisations.

In samples 4 - 6 the limiting factor in the reference organisations was always recorded

at an executive controller position. In samples 4, 5 and 6 the highest workload was

always recorded at planner positions.

The system capacity improvement figures for samples 4 - 6 were: 34%, 47% and 43%

respectively. The major consequence of the new equipment was a large reduction in

the execution time for flight data management tasks and therefore had a greater affect

on overall system capacity in a scenario where the planner had been the limiting factor.

The common denominator in samples 4-6 inclusive was the westbound NAT flow.

This indicated that the benefits of the new system and equipment were greatest in a

situation where the planning controller was the limiting factor, and the major NAT flow

was westbound. This was largely due to the reduction in task times for flight data

management and planning conflict search tasks which affected the planner more than

the executive controller. This was particularly effective on planning tasks associated

with westbound oceanic flights, where the provision of longitudinal separation based on

time at the oceanic entry point, was the responsibility of the planning controller. This

benefit can be attributed to the automation of the coordination process for traffic

crossing the ScATCC/Oceanic boundary. Figure 11 shows the capacity increases

recorded for samples 4, 5 and 6.




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Figure 10

10

10

EUROCONTROL

10

10

Potential overall system capacity increase wherelimiting factor was executive controller. Major flowswere TMA and/or eastbound NAT. (Samples 1-3)

100

150

200

250 TMAINEXEC

TMAFLIGHTS

NATEAST

5% reduction

9% reduction 5% reduction

ONE TWO THREE

REF

PRO

REF

PRO REFPRO

AVERAGE CAPACITY INCREASE = 6%Figure 10

Figure 11

11

11

EUROCONTROL

11

11

Potential overall system capacity increase whenlimiting factor was planner and major flows wereTMA and/or westbound NAT. (Samples 4-6)

50

100

150

200

250DCS PLN

FORUPPLNTMAINEXECTMOUTEXECTMAFLIGHTSNATWEST

34% reduction

47% reduction 43% reduction

ONE TWO THREE

REF

PRO

REF

PRO

REF

PRO

AVERAGE CAPACITY INCREASE = 41%Figure 11




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2.3.1 Table 6 Limiting factors on capacity

REFERENCE PROPOSED FLOWS IN SAMPLESREFERENCE 1 EXECUTIVE PLANNER PROPOSED 1 EXECUTIVE PLANNER SAMPLE 1SECTOR SECTOR TMA FLIGHTS 227TMAIN 195 113 TMAIN 180 68 NAT E/BND 180TMOUT 108 105 TMOUT 97 69 NAT W/BND 6DCS 54 95 DCS 43 61FORLO 81 92 FIFE 69 57 TOTAL IN SAMPLE 555FORUP 34 66 BRENT 28 34 OTHER FLIGHTS 142MORAY 38 54 MORAY 33 30HEBRI 16 29 HEBRI 14 14WCOAS 8 12 WCOAS 8 9SWEST 82 137 SWEST 74 72CENTR 17 28 CENTR 15 14ANTRM 116 104 ANTRM 72 62

REFERENCE 2 EXECUTIVE PLANNER PROPOSED 2 EXECUTIVE PLANNER SAMPLE 2SECTOR SECTOR TMA 267TMAIN 213 133 TMAIN 194 79 NAT E/BND 179TMOUT 138 128 TMOUT 130 83 NAT W/BND 14DCS 110 165 DCS 87 94FORLO 84 105 FIFE 71 66 TOTAL IN SAMPLE 641FORUP 71 122 BRENT 61 61 OTHER FLIGHTS 154MORAY 54 65 MORAY 48 37HEBRI 23 42 HEBRI 19 21WCOAS 15 26 WCOAS 12 19SWEST 51 88 SWEST 48 51CENTR 61 87 CENTR 53 41ANTRM 142 112 ANTRM 88 68

REFERENCE 3 EXECUTIVE PLANNER PROPOSED 3 EXECUTIVE PLANNER SAMPLE 3SECTOR TMA 227

TMAIN 195 126 TMAIN 185 72 NAT E/BND 10TMOUT 104 104 TMOUT 90 60 NAT W/BND 34DCS 108 130 DCS 90 82 271FORLO 79 96 FIFE 68 58 TOTAL IN SAMPLE 415FORUP 33 53 BRENT 30 28MORAY 27 32 MORAY 24 19 OTHER FLIGHTS 144HEBRI 11 21 HEBRI 9 11WCOAS 3 4 WCOAS 3 2SWEST 14 18 SWEST 16 13CENTR 9 15 CENTR 7 7ANTRM 140 101 ANTRM 94 61

REFERENCE 4 EXECUTIVE PLANNER PROPOSED 4 EXECUTIVE PLANNER SAMPLE 4SECTOR SECTOR TMA 225TMAIN 130 115 TMAIN 112 66 NAT E/BND 71TMOUT 106 110 TMOUT 91 64 NAT W/BND 106DCS 121 170 DCS 95 94 402FORLO 92 115 FIFE 83 67 TOTAL IN SAMPLE 579FORUP 66 115 BRENT 57 56MORAY 75 78 MORAY 65 44 OTHER FLIGHTS 177HEBRI 27 50 HEBRI 23 25




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2.4 Summary of results concerning airspace modifications

2.4.1 Modifications concerning FORLO, FIFE and FORUP BRENT sectors.

The changes applied to sectors FORLO/FORUP which created FIFE/BRENT, did not

greatly affect the traffic distribution figures, controller workload or numbers of

conflicts recorded between the reference and proposed organisations.

Although Forth Low and Fife, in particular, were geographically and vertically

different, the traffic flows which entered the physical airspace were similar in each

organisation; thus sector penetration changes were insignificant.

Despite the geographical reduction in dimensions of the Forth Low sector to those of

the Fife sector, the average flight time for aircraft in the sector was reduced by only 1

minute. This indicated that the majority of traffic (in the samples provided) for the

Forth Low sector, was contained within the smaller sector dimensions of the Fife

sector. This, in turn, suggested that the current dimensions of the Forth Low sector

are greater than necessary and deliver no identifiable benefit.

If other flows were applied to test the sector configuration, then any benefit or

drawbacks could be quantified.

It is suggested that assessment of the dimensions of the Forth Low/Fife/Brent

sector changes would benefit from subjective controller analysis in a real time

environment. This will provide cognitive analysis relating to the displayed radar

range and required scan rate required for the sector size.

The inclusion of the NEW ADN towards TALLA track in the FIFE sector was

absorbed into the sector with no punitive effects.

2.4.2 Modifications concerning ANTRIM sector.

The modifications concerning the Antrim sector had a profound effect on the

recorded number of conflicts and the level of controller workload.




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The widening of the airway and the additional airspace fillets were both designed to

allow discrete arrival and departure tracks for flights to and from the Belfast TMA.

These airspace modifications had the following effects:

• • the recorded number of opposite direction conflicts between the arrivals

and departures was, on average, reduced by 37%;

• • conflict resolution workload of the executive controller was reduced by 39%

on average;

Figure 12 shows the total conflicts recorded for the Antrim sector; and what

percentage of these were opposite direction conflicts for all reference samples (REF1

- REF6 inclusive).

Figure 13 shows the same details recorded for the proposed samples (PRO1 - PRO6

inclusive).

Figure 12

12

12

EUROCONTROL

12

12

Conflicts recorded in the Antrim sector in referencesamples 1-6. (REF1 - REF6)

REF1 REF2 REF3 REF4 REF5 REF60

10

20

30

40

50

60

70

80

REF1 REF2 REF3 REF4 REF5 REF6

47%36%

40%

49%

60%52%52%

Figure 12

Opposite direction conflicts

Others




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EUROCONTROL

Figure 13

13

13

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13

13

Conflicts recorded in the Antrim sector in proposed samples1-6. (PRO1- PRO6)

PRO1 PRO2 PRO3 PRO4 PRO5 PRO605

1015202530354045

PRO1 PRO2 PRO3 PRO4 PRO5 PRO6

9%

15%8%

14%

21%

Figure 13 Opposite direction conflicts

Others




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Table 7 below shows the same information in figures 12 and 13 and shows the

numbers of conflicts recorded. These figures are not percentages.

2.4.3 Table 7 Conflicts in Antrim sector

Exercise

name

Total conflicts opp. direction

no.

Total flights in

Antrim

REF1 59 28 89

PRO1 32 3 91

REF2 64 39 98

PRO2 33 5 99

REF3 64 33 85

PRO3 39 3 86

REF4 59 21 107

PRO4 38 0 122

REF5 72 29 88

PRO5 42 6 94

REF6 45 22 90

PRO6 29 6 105




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This was an excellent proposal which successfully reduced the opposite

direction conflicts in the Antrim sector in all the proposed samples and the

corresponding workload associated with their resolution.

2.5 Other route and sector modifications

Some of the new westbound NAT RNAV routes included in the proposed

organisation listed on pages 5 and 6 had an effect on the direction and general

orientation of certain traffic flows.

The flights which were transferred to the revised routes listed below were specified

by the Working Group.

2.5.1 Routes with new entry points via AAL or VES.

Reference organisation Proposed organisation

FROM ENTRY POINT TO NEW ENTRY POINT

• • ASPIT - 59°n10°w to VESTA - 59°n10°w;

2 flights in sample 5 and 1 in sample 6;

• BATSU - 58°N10°W to VESTA - 58°n10°w;

4 flights in sample 5 and 1 in sample 6

• • TOPPA - 60°N10°W to AAL - 60°N10°W;


• ASPIT - 60°N10°W to VES - 60°N10°W;





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• 61°°N00°°W - 61°N10°W to AAL - 61°N10°W;

1 flight in sample 5 and 0 in sample 6

• • ORVIK - 59°N10°W to AAL - 59°N10°W;


• ORVIK - 58°N10°W to VES - 58°N10°W;


• • TOPPA - 61°N10°W to AAL - 61°N10°W;

1 flight sample 5 and 4 in sample 6

• ORVIK - 60°N10°W to AAL - 60°N10°W;

2 flights sample 5 and 0 in sample 6

• • ORVIK - 61°N10°W to AAL - 61°N10°W;


• GORDO - 57°N10°W to VES - 57°N10°W;


• • LONAM - 6104A to AAL - 61°N10°W;


• • LONAM - 58°N10°W to VES - 58°N10°W;


• TOPPA - 61°N10°W to AAL - 61°N10°W;





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• • ASPIT - 58°N10°W to VES - 58°N10°W;


The route entry point changes from:

ORVIK to AAL; ASPIT to VESTA; GORDO to VESTA; BATSU to VESTA and

TOPPA to VESTA,

did not significantly affect the general direction of the flow of traffic, the sectors

penetrated, or the overall length of each route. Their use, therefore, did not affect the

traffic distribution numbers for the sectors, or the controller workload results recorded

in the reference organisations.

The routes with the entry point changes from: LONAM, ASPIT or TOPPA to AAL,

were, in general, shorter and the flights on these routes entered the simulation

airspace in the MORAY sector. In the reference organisation they entered the

simulation area in the FORUP sector. (BRENT in the proposed organisation.)

The total number of flights on the routes which entered via AAL was 25 in sample 5,

and 8 in sample 6. The effect of this change is difficult to quantify due to the relatively

small number of flights involved. However, these route changes did not cause an

increase in conflicts in the Moray sector.

2.5.2 Routes POL, WAL to 10 °°w oceanic entry point.

Routes POL/WAL - 55°n10°w and POL/WAL - 56°n10°w, changed their orientation

slightly when they were re-defined as new RNAV routes.

This made no major difference to the sector penetrations or workload in any of the

samples.

However, flights transferred to the RNAV route between POL - 57°n10°w avoided the

Dean Cross sector in the proposed organisation. They were rerouted in a more

westerly direction and first entered the simulation area in the SWEST sector on a

direct track towards 57°n 10°w from POL.




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This route in combination with the GOW - WHI route and the traffic to and from NGY

- WAL led to a reduction in traffic entering the DCS sector. Sample six contained the

highest number of flights transferred to this route (30 flights) and the effect was to

reduce the executive controller radar workload in the DCS sector. The executive

controller in DCS sector had a total radar task workload of 59 minutes in the

reference organisation and this was reduced to 44 minutes in the proposed

organisation. This equates to a reduction of 25% in radar tasks for DCS. It should be

noted that there was an increase of 22% in the radar tasks for the SWEST sector.

This route strategy would be beneficial to the overall system when the TMA

sectors and the DCS were operating at peak traffic levels.

2.5.3 Routes exiting the airspace via WHI, and NGY - WAL and TRN - WAL

Traffic which was planned to land at Gatwick, or which routed via position MID was

transferred to routes that terminated at WHI. This traffic previously routed via the

DCS sector and the position DCS, but the new track passed to the west of DCS by

about 20 - 25 nm. The total number of flights rerouted via WHI was 49. This includes

TMA departures.

One adverse effect of the GOW - WHI and NGY - WAL routes was an increase in the

workload recorded for TMOUT sector. The traffic rerouted to the GOW - WHI route

previously exited the airspace via DCS, and was transferred to the DCS sector under

the terms of a standing agreement prior to final transfer to London Pole Hill sector.

These new routes left the airspace to the west of DCS in London Irish Sea sector

which required coordination with London, and the Antrim sector, which in turn

increased workload. In exceptional cases, some flights physically penetrated the

SWEST sector incurring additional coordination workload.

Other routes terminating at WHI were from positions 61°n, 60°n, 59°n, 58°n, and

57°n 10w. Again, in the reference organisations, these exited via DCS, but in the

proposed organisation they passed approximately 20 25 nm to the west of DCS.




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This caused an increase in the number of sector penetrations recorded for sector

South West, but was not problematic due to the small numbers of flights transferred

to these routes.

These routes were beneficial to the DCS sector but caused additional workload for

the TMOUT and SWEST/ANTRM sectors. This additional workload would not be

desirable during peak TMA departure hours or during a heavy southeast/eastbound

NAT flow.

It is recommended that these routes are tested further with higher traffic usage

following definition of new procedures to facilitate internal and external

transfer.

Notwithstanding the above comment, the general use of the RNAV and the

other routes did not adversely affect the overall workload of the simulated

sectors and were of benefit to the overall system.




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Chapter 3 Other noteworthy results

The results that follow were not requested in direct relation to the simulation

objectives, but show certain aspects and trends identified in the simulation.

They are;

• the use of RVSM levels in the airspace

• traffic density in the TMA

• busiest periods per sector

3.1 Use of RVSM levels in the airspace

The traffic samples contained examples of flights at RVSM levels. The use of these

levels was permitted within the area defined as the RVSM transition area. Flights

subject to transfer to and from LATCC were required to maintain standard semi-

circular levels and standard separation.

In the eastbound traffic samples, the predominant tracks were 57°n, 56°n and 55°n

10°w. The level changes caused additional workload, although this was not

excessive in the Scottish sectors. but, the peripheral sectors in the London FIR/UIR

recorded large numbers of conflicts and extremely high workload. This was due to

the traffic flows form 10°w to WAL and POL intersecting and the reduction of

available levels.

This situation was worst when the routes originating at 10°w crossed with departures

from EGPF to WHI because the intersection occurred east of the IOM close to the

POL sector boundary.

But, the DUB/ERNAN area in the Shannon UIR, it was agreed by the Working group

that flights at RVSM levels were acceptable in either direction. This was beneficial to

the Scottish sectors and to the results recorded for the Shannon sectors.

(Recordings for "external" agencies are not validated and provide an indication only.)




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This policy could be of benefit when RVSM is introduced for the following

reasons: firstly, the flying time from 55 °°n and 56 °°n 10w to the exit point Ernan

is relatively short; and secondly there is limited airspace available for

manoeuvring if aircraft are to be re-cleared vertically to standard semi-circular

levels or vectored to provide radar separation.

A more desirable situation would be to allow flights to remain at RVSM levels in

all domestic airspace thereby increasing capacity by reducing the workload

involved to re-establish standard separation.

3.2 Traffic density in the TMA

The conflicts recorded for the TMA sectors and, in particular, for TMAIN were

extremely high in samples 1, 2 and 3.

This is explained by the composition of the traffic samples. Table 5 shows the main

traffic flows in samples 1, 2 and 3.




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3.2.1 Table 8 Main traffic flows

Flow Sample 1

0530-1000

555 total a/c

Peak

0630-

0900

Sample 2

0545-1015

614 total a/c

Peak

0646-

0915

Sample 3

1545-2015

415 total a/c

Peak

1646-

1915

NAT E 189 162 194 155 45 (mix e/w) 38

EGPF ↑↑ 59 49 66 50 57 46

EGPF ↓↓ 69 53 82 68 63 53

EGPH ↑↑ 45 33 48 38 46 39

EGPH ↓↓ 37 28 43 34 41 36

totals 399 325 433 345 252 212

As can be seen from table 8, in samples 1, 2 and 3, the percentage of TMA flights

(not including flights arriving or departing from Prestwick) represented 37%, 27% and

50% of the total flights in samples 1, 2 and 3 respectively.

The majority of all the flights in the main traffic flows were compressed into a 2.5

hour time window as shown in table 8. These traffic figures were extremely high for a

TMA and explain the unusually high incidence of conflicts recorded for the TMA

sectors as shown in figures 14, 15 and 16.




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EUROCONTROL

Figure 14

1

1

EUROCONTROL

1

1

Sectors in which 10 or more conflicts were recorded. Trafficsample 1 - Reference and Proposed organisation.REF 1 and PRO 1. (0530 - 1030)

110

48

26

10

58

117

47

24

10

32

0

20

40

60

80

100

120

TMAIN TMOUT FORLO MORAY ANTRM FIFE

REF 1 PRO 1

Figure 14




Page 38

EUROCONTROL

Figure 15

1

1

EUROCONTROL

1

1


129

55

29 25

10 14 10

64

127

63

25 20 1610

33

0

20

40

60

80

100

120

140

TMAIN TMOUT DCS FORLO FORUP MORAYCENTR ANTRM FIFE

REF 2 PRO 2

Figure 15

Figure 16

1

1

EUROCONTROL

1

1


140

453430

64

137

4534

2839

0

20

40

60

80

100

120

140

TMAIN TMOUT DCS FORLO ANTRM FIFE

REF 3 PRO 3

Figure 16




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The traffic flows contained in the samples represented forecast levels for the

year 2001. If these predictions are accurate for Glasgow and Edinburgh airports

movements, then the TMA sectors and possibly the DCS sector would require

urgent re-examination.

3.3 Busiest periods in sectors

As mentioned earlier, there was little difference between the traffic distribution figures

between the reference and proposed organisations. The figures in tables nine to

fourteen show the busiest hour per sector using the reference organisation results.

3.3.1. Table 9 Sample one - busiest hour per sector

SECTOR BUSIEST

HOUR

NO. OF FLIGHTS

TMAIN 0639 - 0739 47

TMOUT 0612 - 0712 41

DCS 0832 - 0932 35

FORLO/FIFE 0635 - 0735 33

FORUP/BRENT 0905 - 1005 25

MORAY 0817 - 0917 17

HEBRI 0842 - 0942 12

WCOAS 0849 - 0949 7

SWEST 0607 - 0707 47

CENTR 0720 - 0820 11

ANTRM 0559 - 0659 26




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3.3.2 Table 10 Sample two - busiest hour per sector

SECTOR BUSIEST

HOUR

NO. OF FLIGHTS

TMAIN 0809 - 0909 51

TMOUT 0728 - 0828 49

DCS 0609 - 0709 57

FORLO/FIFE 0610 - 0710 30

FORUP/BRENT 0619 - 0719 37

MORAY 0947 - 1047 17

HEBRI 0922 - 1022 15

WCOAS 0817 - 0917 13

SWEST 0600 - 7000 35

CENTR 0600 - 0700 36

ANTRM 0724 - 0824 30

3.3.3 Table 11 Sample three - busiest hour per sector

SECTOR BUSIEST

HOUR

NO. OF FLIGHTS

TMAIN 1742 - 1842 49

TMOUT 1745 - 1845 47

DCS 1737 - 1837 47

FORLO/FIFE 1611 - 1711 29

FORUP/BRENT 1723 - 1823 26

MORAY 1723 - 1823 16

HEBRI 1622 - 1722 9

WCOAS 1622 - 1722 3

SWEST 1606 - 1706 8

CENTR 1737 - 1837 6

ANTRM 1702 - 1802 25




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3.3.4 Table 12 Sample four - busiest hour per sector

SECTOR BUSIEST

HOUR

NO. OF

FLIGHTS

TMAIN 0807 - 0907 45

TMOUT 0733 - 0833 41

DCS 1016 - 1116 54

FORLO/FIFE 0730 - 0830 33

FORUP/BRENT 0859 - 0959 45

MORAY 0806 - 0906 20

HEBRI 0845 - 0945 14

WCOAS 0850 - 0950 16

SWEST 0850 - 0950 26

CENTR 1019 - 1119 28

ANTRM 0832 - 0932 34

3.3.5 Table 13 Sample five - busiest hour per sector

SECTOR BUSIEST

HOUR

NO. OF

FLIGHTS

TMAIN 1241 - 1341 38

TMOUT 1205 - 1305 37

DCS 1057 - 1157 64

FORLO/FIFE 1405 - 1505 29

FORUP/BRENT 1225 - 1325 65

MORAY 1148 - 1248 16

HEBRI 1243 - 1343 59

WCOAS 1318 - 1418 8

SWEST 1100 - 1200 11

CENTR 1230 - 1330 29

ANTRM 1323 - 1423 32




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3.3.6 Table 14 Sample six - busiest hour per sector

SECTOR BUSIEST

HOUR

NO. OF

FLIGHTS

TMAIN 1327 - 1427 40

TMOUT 1328 - 1428 47

DCS 1239 - 1339 60

FORLO/FIFE 1317 - 1417 35

FORUP/BRENT 1134 - 1234 47

MORAY 1204 - 1304 28

HEBRI 1331 - 1431 17

WCOAS 1242 - 1342 10

SWEST 1301 - 1401 34

CENTR 1250 - 1350 35

ANTRM 1331 - 1431 26

These tables were included for additional information and to provide an indication of

peak sector times. This could assist in further sectorisation plans, if required, or in

sector manning configuration proposals.




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Conclusions and recommendations

4.1 Impact of new equipment on controller workload.

Conclusion

The simulation results showed that the new equipment significantly reduced the

recorded task times by an average 41% for the planning controller and by an average

of 15% for the executive controller. The greatest reduction applied to flight data

management tasks.

4.2 Potential capacity increase

Conclusion

As there was no simulated reference scenario or traffic sample used as a baseline to

define the current situation, workload or sector capacity, qualification of the effect of

airspace/route changes on capacity was problematic. An assumption was made that

ScOATCC domestic sectors have sufficient spare capacity to handle traffic between

now and the year 2001. Therefore, any potential capacity increase was considered to

be equitable to a reduction in recorded controller workload. The highest reduction in

workload was recorded for the flight data management tasks which were mainly

associated with the planning controller and were pre-tactical. This reduction was

clearly demonstrated in samples containing a high proportion of westbound NAT

traffic. The main factors contributing to this reduction were: the automation of

coordination and planning tasks associated with the ScATCC/OCA boundary; and

the general reduction in execution time for planning coordinations throughout the

airspace.

It is a general belief that the tactical controller workload is the limiting factor in ECAC

airspace. Therefore, when quantifying potential capacity gains related to reduced

workload, it is prudent to base such assessments on the workload reduction figure

associated with the executive controller. This figure was between 6 - 15%.

4.3 Sector modifications concerning Forth Low/Up, Fife and Brent sectors.




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Conclusion

The sector modifications did not greatly affect traffic distribution or controller

workload figures recorded. This was due to similar traffic flows entering the sectors

concerned in both the current and proposed scenarios. The inclusion of the ADN-

NEW track within the FIFE sector presented no identifiable problem. However, the

Forth Low and Forth Upper sectors were geographically extremely large. The majority

of the traffic was contained within the dimensions of the Fife sector. This indicated

that the Fife sector boundaries were an improvement on the Forth Low and Upper

sector scenarios.

Recommendation

Further assessment of the dimensions of the Forth Low/Fife/Brent sector changes

would benefit from subjective controller analysis in a real time environment. In

particular, this would provide information relating to additional radar workload factors

such as a higher controller scan rate of the radar display of a geographically large

sector.

4.4 Modifications concerning the Antrim sector

Conclusion

The airspace changes concerning the Antrim sector had the following effects. The

recorded number of opposite direction conflicts between the arrivals and departures

was, on average, reduced by 37%; and the conflict resolution workload of the

executive controller was reduced by 39% on average.

Recommendation

The simulated airspace modifications should be implemented at the earliest possible

opportunity.




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4.5 Route modifications simulated in both current and proposed scenarios

Conclusion

In general, the route structures in the reference and the proposed organisations were

compatible with the simulated sectors and the established route framework. The

routes which had the greatest impact were POL - 57°n 10°w, GOW - WHI, and NGY -

GOW. These routes diverted traffic from the Dean Cross sector and consequently

reduced the workload of the executive controller in that sector. However, one

disadvantage for routes which exited the airspace on track to WHI and southbound

NGY/TRN WAL, was an increase in coordination workload recorded for the TMOUT

executive. The coordination tasks occurred because there were no standard transfer

procedures specified for this traffic and individual coordination tasks were recorded

by the model.

The route DET - TLA was effective in separating traffic flows into and overflying the

TMA but by terminating at Talla, the previously separated flows were brought

together.

Recommendation

It is recommend that the routes are re-tested using greater numbers of flights and

that new coordination procedures are defined to facilitate internal and external

transfer.

In addition, an alternative to position Talla for the DET TLA route would maintain

separation between traffic flows originating from POL.




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Annexe EAM simulation maps

Map 1 Reference sectorisation

Map 2 Proposed sectorisation

09 08 07 06 05 04 03 02 01 00 01 02

HEBRI MORAY

SWEST

CENTR

ANTRM

FORLO

FORUP

12 11 10 03 04 05 06 07

12 11 10 09 08 07 06 05 04 03 02 01 00 01 02 03 04 05 06 07

51

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59

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Reference sectorisationDCS

TMA

ANTRM

12 11 10 03 04 05 06 07

12 11 10 09 08 07 06 05 04 03 02 01 00 01 02 03 04 05 06 07

51

52

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Annexe page 1

09 08 07 06 05 04 03 02 01 00 01 02

HEBRI MORAY

SWEST

CENTR

ANTRM

12 11 10 03 04 05 06 07

12 11 10 09 08 07 06 05 04 03 02 01 00 01 02 03 04 05 06 07

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Proposed sectorisationDCS

TMA

ANTRM

12 11 10 03 04 05 06 07

12 11 10 09 08 07 06 05 04 03 02 01 00 01 02 03 04 05 06 07

51

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Annexe page 2

FIFE

FIFE BRENT

BRENT

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