20 May 2013 Page 1

Capacity KPA 

Regional Performance Framework Workshop, Bishkek, Kyrgyzstan, 21‐23 May 2013

ICAO European and North Atlantic Office

20 May 2013 Page 2

Capacity (Doc 9854)

• Doc 9854 Appendix D– The global ATM system should exploit the inherent capacity to

• meet airspace user demands at peak times and locations• while minimizing restrictions on traffic flow.

– To respond to future growth, capacity must increase,• along with corresponding increases in efficiency, flexibility and predictability,

• while ensuring that there are no adverse impacts on safety• and giving due consideration to the environment.

– The ATM system must be resilient to service disruption and the resulting temporary loss of capacity.

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Capacity KPA – Overview

KPA CapacityObjective Ensure that Air Navigation Service capacity 

meets demand in en‐route airspace and at airports

Indicators ‐ Average ATFM delay per flight generated by the airspace volume (en‐route)‐ Average ATFM delay per flight in the main airports (to be identified by States in advance and based on the regional relevance)

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Origin of indicators

• Re‐use of indicators as defined in SES Performance Scheme Regulation– En‐route: The average minutes of en route ATFM delay per flight, defined as the difference between:

• the estimated take‐off time requested by the aircraft operator in the last submitted flight plan and

• the calculated take‐off time allocated by the central unit of ATFM

– Airport: The average minutes of arrival ATFM delay per inbound flight

• attributable to terminal and airport air navigation services and• caused by landing restrictions at the destination airport

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• Graph shows situation at a “node”:• Airspace volume or• Airport

• Both capacity and demand are variable

Capacity, Demand and ATFCM

Time

Mov/hrCapacity

Demand

Capacity/Demand imbalance

ATFM regulationrequested by ACC

ArrivalAirport

DepartureAirport

ACC anticipating capacity shortfall

NM

Aircraft held atdep. airport

•Mitigation of capacity/demand imbalance: ATFCM• Capacity management: increase capacity if possible• Demand management: reduce flow rate

• Reroute traffic around the “node” which is the bottleneck, or• Allow traffic queuing

• In Europe: application of ATFM delay (ground holding)

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Reasons for Capacity/Demand ImbalanceCode Description Examples of usage ATC & Aerodrome Capacity C ATC Capacity Demand exceeds the capacity; Planned staff

shortage G Aerodrome Capacity Lack of parking; taxiway closure; areas (runways,

taxiways) closed for maintenance; demand exceeds the declared airport capacity; runway configuration (winds)

S ATC Staffing Unplanned staff shortage ATC Other V Environmental Issues Noise I Industrial Action (ATC) Controllers’ strike R ATC Routeing Phasing in of new procedures; ATFCM scenarios,

Network Solutions T Equipment (ATC) Radar failure; RTF failure Weather W Weather Thunderstorm; low visibility; Strong cross winds,

CBs D De-icing De-Icing All other causes A Accident/incident RWY23 closed due accident E Equipment (non-ATC) Runway or taxiway lighting failure M Airspace management Airspace availability; Military exercise N Industrial Action (non-ATC) Firemen’s strike O Other To be used only if no other reason can fit P Special event European football cup; Heads of Government

meetings; Upgrade of ATM systems

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• Regulation of flow rate causes ATFM delay for individual flights

ATFM delay

Time

Mov/hrCapacity

Demand

ATFM Delay ATFM Delay

ATFM regulationrequested by ACC

ArrivalAirport

DepartureAirport

ACC anticipating capacity shortfall

NM

Aircraft held atdep. airport

•Impact of capacity shortage:• On airspace users 

• Cost of delay• Cost of horizontal flight inefficiency

•Effect of capacity surplus• On ANSPs

• Missed opportunity to reduce costs

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Geographical Scope: ATFM

Austria

Belgium

Bulgaria

Cyprus

Czech Republic

Denmark

Finland

France

Germany

Greece

Hungary

Ireland

Italy

Latvia

Lithuania

Luxembourg

Malta

Netherlands

Poland

Portugal

Romania

Slovakia

Slovenia

Spain

Sweden

United Kingdom

Estonia

Norway

Switzerland

Albania

Armenia

Bosnia and Herzegovina

Croatia

Macedonia

Moldova

Monaco

Montenegro

Serbia

Turkey

Ukraine

Azerbaijan

Georgia

San Marino

Andorra

Belarus

Israel

Kazakhstan

Kyrgyzstan

Russian Federation

Tajikistan

Turkmenistan

Uzbekistan

EU (27 States)SES Performance Scheme (29 States)

EUROCONTROL (39) + Estonia (1) = 40 StatesECAC (44) – Iceland (1) = 43 States

ICAO EUR Region (52 States)

ECAA Member

Iceland

Algeria

Morocco

Tunisia

ICAO EUR/NAT Office accreditation (56 States)

ATFM Area ATFM Adjacent Area

Russian Federation: Kaliningrad FIR onlyBelarus: Minsk airport onlyEgypt + Lebanon: also part of the ATFM Adjacent Area

Can generate delay

Will hold A/C at gate Will hold A/C at gate

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Calculation of indicator

• A flight might encounter multiple capacity bottlenecks along the route, however:– All ATFM delay of a flight is attributed to most constraining “node”

• Aggregation of attributed ATFM delay by “node”– Delay is measured for nodes, not for flights

• ATFM delay caused by a “node” accumulates over time– Measurement: accumulated ATFM delay of a “node” by the end of the year

• Aggregation of “nodes”– Geographical aggregation of ATFM delay possible– Geographical aggregation of flights (entering node) not possible

• Indicator “average delay per flight” for a “node”:– Accumulated ATFM delay / number of flights through the “node”– Can be calculated at any aggregation level, for any time period

Flight delayFlight delaySingle Flight delay

Flightat departure airport

Minutes ofATFM Delay

Nodeairspace, ACC ordestination airport

Delay accumulated by a Node ATFM regulationrequested by ACC

ArrivalAirport

DepartureAirport

ACC anticipating capacity shortfall

NM

Aircraft held atdep. airport

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Existing Data (en‐route ATFM delay)Source: http://prudata.webfactional.com/Dashboard/eur_view_2012.html

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Existing Data (airport ATFM delay)Source: http://prudata.webfactional.com/Dashboard/eur_view_2012.html

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ATFM delay vs. punctuality

• Punctuality: many delay reasons, not just ATFM• Flight and departure centric• Recorded by airlines in IATA delay codes

• ATFM delay indicator: needs attribution of delay to network nodes• Airspace and airport centric

• Identifies where the bottleneck is, not where the delay is taken• Recorded by Central Executive ATFM Unit (CEU)

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Reporting Table Capacity En-route ATFM delays (continental airspace) B35 Total en-route ATFM delay generated in the State (all

causes) (=B37+B38+B39+B40) Min/year

B36 Average ATFM delay per flight (=B35/A11) Min/flight B37 En-route ATFM delay generated in the State (ATC

capacity causes, see Table 1) Min/year

B38 En-route ATFM delay generated in the State (ATC other causes, see Table 1)

Min/year

B39 En-route ATFM delay generated in the State (Weather causes, see Table 1)

Min/year

B40 En-route ATFM delay generated in the State (All other causes, see Table 1)

Min/year

Airport ATFM delays Airport #1 ICAO code B41-1 Total number of IFR arrivals at the airport Arrivals/year B42-1 Total airport ATFM delay generated by the airport (all

causes) (=B44+B45+B46+B47) Min/year

B43-1 Average ATFM delay per arrival (=B42/B41) Min/arrival B44-1 Airport ATFM delay generated by the airport (ATC &

aerodrome capacity causes, see Table 1) Min/year

B45-1 Airport ATFM delay generated by the airport (ATC other causes, see Table 1)

Min/year

B46-1 Airport ATFM delay generated by the airport (Weather causes, see Table 1)

Min/year

B47-1 Airport ATFM delay generated by the airport (All other causes, see Table 1)

Min/year

Airport #2 ICAO code Repeat fields B41 – B47 for each airport included in the

report

A11

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Conclusions

• Indicators measure– The location where the problem is, not where the delay is taken (departure airport)

– Performance of airspace volumes and airports, not flights• Despite the expression as a value “per flight”

– Within the Capacity KPA• Demand/capacity imbalance• Not capacity itself

• Limitations• Not designed to measure excess capacity• No data if airspace or airport does not participate in a centralised ATFCM process

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Discussion

• Do you (sometimes) have capacity shortfalls?

– En‐route– At airports

• If yes, how do handle capacity shortfalls?– Do you have an ATFCM capability to handle 

demand/capacity imbalances?– Does this include delaying flights at the departure 

airport• What if the departure airport is not within your 

State?– Other approach(es)?

• Current data collection and National indicators

– Do you currently record capacity or delay data?– Do you compute National capacity or delay 

indicators?• Your views

– Would you consider the proposed indicators as useful for your State?

– Would you consider it useful if the proposed indicators would be reported for all States in the EUR Region?

– What support would you expect or need to participate in this EANPG reporting process?

Capacity shortfall in...(Indicator computed for...)

Group 1ATFM Area

Group 2ATFM 

Adjacent Area

Group 3Other 

Countries

Departure airport in...

Group 1ATFM

 Area

ATFM delay

? ?

Group 2ATFM

 Adjacent Area

ATFM delay

? ?Group 3Other 

CountriesNo ATFM delay

? ?

IcelandMinsk airportKaliningrad FIR AlgeriaEgypt (*)IsraelLebanon (*)Tunisia

(*) Non‐EUR

AzerbaijanBelarusGeorgiaKazakhstanKyrgyzstanRussian FederationTajikistanTurkmenistanUzbekistan

+ Non‐EUR Region

39 Ectrl StatesEstoniaMorocco

ArrDep