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EUROPEAN ORGANISATIONFOR THE SAFETY OF AIR NAVIGATION
EUROCONTROL EXPERIMENTAL CENTRE
SECTOR CAPACITY ASSESSMENTFOR
AMSTERDAM ACC
EEC Note No. 14/97
EEC Task F13EATCHIP Task ISS
Issued: June 1997
The information contained in this document is the property of the EUROCONTROL Agency and no part shouldbe reproduced in any form 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:EEC Note No. 14/97
Security Classification:Unclassified
Originator:EEC - AMS(Air Traffic Control Model Simulations)
Originator (Corporate Author) Name/Location:EUROCONTROL Experimental CentreBP1591222 Brétigny-sur-Orge CEDEXFRANCETelephone : +33 (0)1 69 88 75 00
Sponsor:Luchtverkeersbeveiliging ATCNetherlands(LVB-Netherlands)
Sponsor (Contract Authority) Name/Location:EUROCONTROL AgencyRue de la Fusée, 96B -1130 BRUXELLESTelephone : +32-(0)2-729 90 11
TITLE:
SECTOR CAPACITY ASSESSMENT FOR AMSTERDAM ACC
AuthorDiarmuid Houlihan
Date
06/97Pages
iii + 25Charts
10Tables
14Appendices
1Maps
2
EATCHIP TaskSpecification
ISS
EEC Task No.
F13
Task No. Sponsor Period
1997
Distribution Statement:(a) Controlled by: Head of AMS(b) Special Limitations: None(c) Copy to NTIS: YES / NO
Descriptors (keywords):
Sector capacity, radar controller workload, ATC Capacity Analyser, CAPAN, Capacity workload threshold.
Abstract:
This report presents an assessment of sector capacity carried out for Amsterdam Area Control Centreusing the EUROCONTROL capacity analyser. LVB-Netherlands requested this study to provide theCFMU with sector capacity figures.
This document has been collated by mechanical means. Should there be missing pages, please report to:
EUROCONTROL Experimental CentrePublications Office
B.P. 1591222 - BRETIGNY-SUR-ORGE CEDEX
France
Sector Capacity Assessment for Amsterdam ACC page iii
TABLE OF CONTENTS
1. INTRODUCTION................................................................................................................1
2. GENERAL DESCRIPTION OF THE AIRSPACE ...............................................................2
2.1. SECTORISATION PLAN .......................................................................................................2
3. TRAFFIC SAMPLE ............................................................................................................4
3.1. ANALYSIS BY AIRCRAFT TYPE.............................................................................................43.2. ANALYSIS OF TRAFFIC SAMPLE BY AERODROME ..................................................................5
4. DESCRIPTION OF THE METHODOLOGY USED FOR CAPACITY ASSESSMENT ........6
4.1. OVERVIEW .......................................................................................................................64.2. WORKLOAD THRESHOLDS .................................................................................................74.3. VARIATION IN TRAFFIC POSITION........................................................................................74.4. MODIFICATION OF TRAFFIC SAMPLES .................................................................................8
4.4.1. Increasing the traffic sample.....................................................................................84.4.2. Reducing the traffic sample ......................................................................................8
5. RESULTS OF THE STUDY ...............................................................................................9
5.1. LOADINGS RECORDED ON THE SECTOR CONTROLLER POSITIONS AT CAPACITY...................105.2. MODIFICATION OF TRAFFIC SAMPLE FOR THE STUDY .........................................................11
6. CONCLUSION .................................................................................................................12
APPENDIX I RESULTS OF EAM SIMULATION .................................................................13
INTRODUCTION ......................................................................................................................14WORKLOAD MEASUREMENT....................................................................................................14CONTROLLER PERCENTAGE LOADINGS....................................................................................15
The author wishes to express thanks and gratitude for the support given by theparticipating controllers from Amsterdam ACC (Robert van Koert, Edwin Schuurand Arie Kuijper) in preparation of this CAPACITY ASSESSMENT STUDY forAmsterdam ACC.
Sector Capacity Assessment Amsterdam ACC page 1
EEC Task F13EATCHIP Task ISS
AN ASSESSMENT OF THE SECTOR CAPACITY
OF THE AMSTERDAM ACC
USING THE EUROCONTROL ATC CAPACITY ANALYSER
1. INTRODUCTION
This document presents an assessment of sector capacity carried out for theAmsterdam ACC using the EUROCONTROL ATC Capacity Analyser.
In 1996, Luchtverkeersbeveiliging ATC Netherlands (LVB Netherlands)requested the assistance of EUROCONTROL for a review and update ofsector capacity figures for its airspace. This review was designed to providethe Central Flow Management Unit with new figures of sector capacity and toassist in planning to better meet present and future demand. The methodselected to derive sector capacity figures was the ATC Capacity Analyser(CAPAN), a simulation tool developed by EUROCONTROL under its’ StudiesTests and Applied Research (STAR) programme.
The Amsterdam study was conducted during 1996 and 1997 at theEUROCONTROL Experimental Centre in Brétigny.
It should be noted that it is the sole responsibility of LVB Netherlands toissue declared capacity values for it’s sectors. The values presented anddiscussed in this report shall not, under any circumstances, be considered asdeclared capacity values.
Sector Capacity Assessment for Amsterdam ACC page 2
2. GENERAL DESCRIPTION OF THE AIRSPACE
The Amsterdam ACC provides Air Traffic Services within the limits of theAmsterdam FIR. The airspace is normally divided into five en-route sectorsand a single de-conflicting sector.
The en-route sectors interface with the Maastricht UAC located above, theTMA’s situated below, serving the main airports of Schiphol and Rotterdamand other domestic aerodromes, and various adjacent centres.
2.1. Sectorisation plan
For this study, the airspace was configured into five en-route sectors.
These were:
Sector Name Sector Code
North NRT
Bwest BWT
West WST
East EST
South STHTable 1
The de-conflicting sector and TMAs were not simulated.
A map of the simulated airspace is displayed on the next page.
Sector Capacity Assessment for Amsterdam ACC page 3
SECTOR CAPACITY ASSESSMENT - AMSTERDAM ACC
Map 1
Sector Capacity Assessment for Amsterdam ACC page 4
3. TRAFFIC SAMPLE
The basic traffic sample used for the study was taken from traffic recordsprepared by LVB-Netherlands and covered the 24 hour period of Friday 10thMay 1996. The 1441 aircraft in the traffic sample included civil (GAT) andmilitary (OAT) flights as shown in the table below.
Civil Traffic (GAT) Military Traffic (OAT) Total Traffic
1324 117 1441
Table 2
Note:
Three military C130’s operating below FL200 between MC6 and VBG werecontrolled by Amsterdam ACC and were therefore recorded as civil traffic.
The military traffic included in the sample were extrapolated by LVB-Netherlands from computer tapes which listed all military flights planned forthe day.
Excellent co-operation from the military authorities enabled the workinggroup to easily identify those flights from the above mentioned tapes thatactually operated.
3.1. Analysis by aircraft type
There were 86 different types of aircraft in the traffic sample. The 10 mostfrequent types of civil aircraft were:
Aircraft type Number of flights Percentage of total trafficB737S 242 17%FK50 115 8%B737 86 6%BA46 70 5%FK10 54 4%SF34 53 4%B767 50 3%MD80 50 3%B74F 35 2%AT42 32 2%
Table 3
Sector Capacity Assessment for Amsterdam ACC page 5
3.2. Analysis of traffic sample by aerodrome
The following table contains a list of the 10 aerodromes that occurred mostfrequently in the traffic sample as aerodrome of departure or arrival :
Code Departures Arrivals Airport total Percentage of sampleEHAM 497 488 985 68%EBBR 63 64 127 9%EHRD 42 46 88 6%EGLL 41 42 83 6%EDDL 39 39 78 5%LFPG 24 22 46 3%EGCC 22 20 42 3%EGKK 17 17 34 2%EHEH 17 16 33 2%EKCH 16 17 33 2%
Table 4
Sector Capacity Assessment for Amsterdam ACC page 6
4. DESCRIPTION OF THE METHODOLOGY USED FOR CAPACITY ASSESSMENT
4.1. Overview
The ATC Capacity Analyser used for this study was developed byEUROCONTROL. This method of capacity assessment uses theEUROCONTROL Airspace Model as a simulation tool to generate theworkloads on the simulated controller positions for a given traffic sample. Oncompletion of a simulation run, the ATC Capacity Analyser analyses theloading recorded on the simulated controller positions of the sector whosecapacity is being determined. These results are compared with pre-definedthresholds for workload and based on this analysis, the traffic sample for thesector is either increased or decreased and the simulation is re-run. Thisprocess is continued until the loading on the simulated working positions hasreached the value fixed for this capacity study ( 68-71%) .
EUROCONTROL Airspace Model
The EUROCONTROL Airspace Model is used by the Capacity Analyser todetermine controller workloads for a given traffic sample. This is a criticalevent model which during the simulation treats a number of defined events inthe life-cycle of a simulated flight, (for example, entry into the first simulatedsector, exit from a sector, conflict search and resolution, etc.). On completionof the simulation, an analysis package examines the resulting profiles ofeach aircraft and determines a defined number of tasks that were required ofthe controllers to process the flight. As each task has a defined executiontime and working position(s), it is possible to determine the amount of workrequired to handle a given traffic sample.
The model has four main types of control and input data:
1) Airspace structure and route network,
2) Traffic samples,
3) ATC logic and procedures,
4) Controller task definitions.
When used for capacity assessment, all data and parameters aredefined to the model, then simulated and the results analysed forconformity with the specifications. Thereafter, the only data changingbetween iterations of the model is the traffic sample.
Sector Capacity Assessment for Amsterdam ACC page 7
4.2. Workload thresholds
As already discussed, the Airspace Model produces values representing theloading on the simulated working positions, and the Capacity Analysercompares these loadings to defined thresholds when determining if thecapacity of the sector has been reached. The selection of these thresholds isof crucial importance in determination of capacity.
The determination in modelling of qualitative values (heavy load, light load,etc.) from quantitative values (numbers) is always one of empiricalexperimentation and is a function of the “realism” or “fidelity” of the modelbeing used to the real world that is being simulated. The thresholds used bythe ATC Capacity Analyser have been validated by several real timesimulation studies.
The quantitative threshold values used and their corresponding qualitativeinterpretations are :
Threshold Interpretation Recorded working timeduring 1 hour
70 % or above Overload 42 minutes +54 % - 69 % Heavy Load 32 - 41 minutes30 % - 53 % Medium Load 18 - 31 minutes18 % - 29% Light Load 11 - 17 minutes0 % - 17 % Very Light Load 0 - 10 minutes
Table 5
It is important to note that the ATC Capacity Analyser records thoseworkloads associated with identifiable control tasks defined to the model. Itdoes not for example, record a specific task for general radar surveillance oftraffic within a sector, nor are recuperation times recorded. The 70 %threshold, based on empirical experimentation, corresponds to 42 minutesmeasured working time in one hour, leaving 18 minutes time available forother tasks not defined within the model and also for general recuperation.
4.3. Variation in traffic position
In order to generate differing conflict situations within the sector beingstudied, several simulation runs are executed for a given traffic sample,generally between 5 and 30 simulation runs. The ATC Capacity Analyserapplies random variations to entry times and aircraft performance, so thatacross several iterations, the conflicts detected within the sector are differentand their resolution, and hence workloads, will vary between the differentsimulation runs. The workload value which is compared to the threshold is anaverage value from the different runs of the model.
Sector Capacity Assessment for Amsterdam ACC page 8
4.4. Modification of traffic samples
After one iteration of several runs of the simulation, the Capacity Analyserdetermines the resulting workload on the control positions, and based on thisanalysis will proceed to increase or decrease the traffic flows by modifyingthe traffic sample being used. This modification of the traffic sample iscarried out automatically and the choice of which individual flight is to beremoved or added is of crucial importance to the process. It is well knownthat the same amount of traffic might generate significantly differentworkloads on the ATC system, and in order to modify traffic samples in anmanner as objective as possible, the following technique is used :
4.4.1. Increasing the traffic sample
From analysis of the workload recorded during one iteration, a globalpercentage increase is specified to the traffic generation program. Byanalysis of the traffic flows within the sector, this global percentage istranslated proportionally into number of flights per traffic flow. The flights tobe added are selected from the real traffic found in the time period outsidethe simulated period. The entry times of these flights are modified to placethem within the simulated period and to ensure that no artificial conflicts arecreated at the entry point. The construction of an augmented traffic sampleis in this way designed to respect the relative importance of each traffic flowwithin the sector and also to respect the entry time distribution of the sector.
4.4.2. Reducing the traffic sample
When the workload analysis determines that the traffic is to be reduced, thereduction is carried out in a similar manner. The choice of flights to beeliminated is also done in a manner which is proportional to each traffic flowand which respects the hourly distribution of entry rates into the sector asobserved in the basic traffic sample.
Sector Capacity Assessment for Amsterdam ACC page 9
5. RESULTS OF THE STUDY
The ATC Capacity Analyser uses a precise examination of the controllerworkload recorded during the simulation run, to determine the sectorcapacity. When these workloads are at the overload threshold, the maximumtheoretical capacity is deemed to have been achieved. The CapacityAnalyser then examines the traffic of the capacity iteration containing thepeak hour and produces three values :
The number of aircraft entering the sector during the peak 60 minutes.
The number of aircraft which have generated work for the sector during thepeak hour. This is aimed at smoothing out the impact on a non-even trafficflow, in particular where bunching of traffic just before the peak hour willgenerate workloads but the volume of this traffic will not be correctlyreflected in the capacity figures.
The number of aircraft entering the sector in the 60 minutes displaced by 3minutes. This is to examine the effect of traffic anticipation on workload, asthe work required to handle traffic starts before the actual entry into thesector.
The following table gives an overview of the results obtained for this study:
SectorAcft entering
during the peakhour
Acft generatingworkload of the peak
hour
Acft entering duringpeak hour displaced
by - 3 minutesNRT 34 34 34BWT 26 27 25WST 32 36 33EST 32 34 33STH 34 34 35
Table 6
In general, the results show a very small variation for the three measures. nomore than one or two aircraft for most sectors.
Sector Capacity Assessment for Amsterdam ACC page 10
5.1. Loadings recorded on the sector controller positions at capacity
The next table presents, for each of the simulated sectors, the actualloadings recorded on the simulated working positions during the finaliterations of the ATC Capacity Analyser.
SectorAcft generatingworkload of the
peak hour
Average 60 minutesloading on the
Executive controller
Average 60 minutesloading on the
Coordinating controller
NRT 34 69% 13%BWT 27 71 % 5%WST 36 71% 7%EST 34 70% 10%STH 34 71% 12%
Table 7
From this table it can be seen that for all simulated sectors, the loadings onthe executive controller position determined the capacity of the sector. All co-ordinating controller positions were lightly loaded with the sector at capacity.
The number of aircraft generating the workload of the peak hour, beingbased on workload generated rather than traffic flow rates, provides anappropriate measure of the sector capacity.
Sector Capacity Assessment for Amsterdam ACC page 11
5.2. Modification of traffic sample for the study
The next table compares the number of aircraft per hour entering the sectorwhen at capacity, as assessed by the Capacity Analyser, with the peak hourtraffic volume found in the basic traffic sample.
SectorAcft entering
during the peakhour
Basic peak hourtraffic
Change on basictraffic
NRT 34 21 + 62 %BWT 26 14 + 86 %WST 32 24 + 33 %EST 32 34 - 6 %STH 34 45 - 25 %
Table 8
In sectors NRT, BWT and WST the traffic levels at capacity have beenincreased in regard to the basic traffic sample. Sector WST was increased intraffic by less than 50% and is thus considered within the bounds of modelaccuracy. The NRT and BWT sectors had very low traffic levels in the basictraffic sample and required traffic increases of 62% and 86% respectively inorder to attain capacity thresholds. Those values should be considered withcaution although the capacity value obtained for NRT was very close tothose recorded for the other sectors. The lower figure obtained for BWT maybe due to the fact that the increase in traffic was mainly applied to the singleflow identified for the sector: i.e. arrival traffic to EHAM via BLUFA. This flowwas increased by more than 100%.
Sector Capacity Assessment for Amsterdam ACC page 12
6. CONCLUSION
This study was the first conducted for LVB-Netherlands. The participatingcontrollers assessed the traffic conditions as being realistic and close to or atcapacity levels in the STH and EST sectors.
The levels of traffic calculated by the Capacity Analyser are intended torepresent the maximum sustainable traffic capacity of the sector. At thispoint, additional traffic would be expected to overload the sector, andmeasures to restrict additional traffic would have to be introduced. Withthese considerations in mind, the following table recapitulates the assessedcapacity, using the number of aircraft generating the workload of the peakhour as the measure of sector capacity. The table includes the actual time ofthe peak hour for each sector.
Sector Assessed sector capacity(number of aircraft per
hour)
Peak hour time (UTC)
NRT 34 15H27-16H27BWT 27 09H55-10H55WST 36 06H02-07H02EST 34 05H51-06H51STH 34 15H25-16H25
Table 9
In general, the peak traffic period for each sector occurred at differing timesduring the 24 hour period simulated, except in the cases of the NRT andSTH sectors where the peak hours were almost identical. This shows howunlikely it is to have all sectors experiencing peak traffic at similar times.
It is important to remember that the measurement of workload is derivedfrom the mathematical calculation of the total working times recorded foreach ATC task category (Flight data management; Co-ordinations; Conflictsearch; Routine R/T; Radar). The standard execution times for these taskscan not be dynamically altered during the course of a simulation exercise.
In reality however, at times of severe workload for the executive controller,the execution times of many of these tasks are accelerated. In fact sometasks relating to flight data management and R/T communications are oftennot executed. In addition, the co-ordinating controller may assist theexecutive controller by handling the internal and external co-ordination tasksnormally attributed to the executive controller.
Another important element not considered in these simulations is what wecall random system effects, that is the effect of system failures and non-standard operations covering aircraft alerts and emergencies, and also theeffect of weather on operations. These effects can have a significant impacton the work, and hence the capacity of the sector.
However, please remember that sector capacity figures declared to theCFMU must always be based on normal operating conditions. When randomeffect situations exist the correct operating procedure is to call on the CFMUfor an adjustment to the protection required.
Sector Capacity Assessment for Amsterdam ACC page 13
APPENDIX I
CAPACITY STUDYOF
AMSTERDAM ACC
RESULTSOF
AIRSPACE MODEL SIMULATION(EAM)
Sector Capacity Assessment for Amsterdam ACC page 14
Introduction
This appendix contains the final results of the EAM phase of the Capacitystudy for Amsterdam ACC. The results produced can include:
⇒ Traffic loads within each sector/centre, overall, as well as per route, levelband, point, and classified according to cruise, climb or descent.
⇒ Distribution of workload over centres, sectors, and individual workingpositions.
⇒ Penalties imposed upon traffic, flight level changes, en-route and grounddelays, and arrival holding.
Charts used to graphically represent some of the numeric results obtainedare attached.
Workload measurement
The model analyses the progress of each flight as it transits the simulatedarea and records all the ATC actions necessary to process the flight.
These tasks can be grouped into five broad categories:
♦ Flight data management.
♦ External and Internal co-ordinations.
♦ Conflict search.
♦ Routine R/T communications.
♦ Radar conflict resolutions.
Each task is allocated to different control positions in accordance with thesector manning and distribution of duties specified for each sector. The EAMis, thus, able to calculate not only the actual workload on each position butalso the percentage loading on each position, either over the entiresimulation period or over certain peak periods.
Sector Capacity Assessment for Amsterdam ACC page 15
Controller percentage loadings
There are two values generally used in the interpretation of controllerloadings: the peak hour percentage loading and the average percentageloading.
The peak hour percentage loading represents the total time spent by aworking position on the tasks recorded by the model during the busiest 60minute period for that position, and is expressed as a percentage of the 60minutes. The actual time of the peak hour will vary from one position toanother. This loading is used to assess workload problems on individualworking positions.
The average percentage loading represents the total time spent by aworking position on the tasks recorded by the model for part of or the entireduration of a simulation exercise and is expressed as a percentage of thattime.
In this study the average percentage loading represented the peak threehour percentage loading recorded for the working positions.
The average percentage loading is used primarily to assess the balance ofworkload between working positions, especially in those sectors belonging tothe same area of the simulated airspace.
Sector Capacity Assessment for Amsterdam ACC page 16
SIMULATED ORGANISATION: CURRENT SECTORISATION AMSTERDAM ACC
TRAFFIC SAMPLE: FRIDAY 10 MAY 1996 : 1441 FLIGHTS
Sectors NRT STH EST WST BWT TOTAL
No. Aircraft 177 436 376 285 163 1437
No. Skip 18 67 54 57 19 215
TOTAL 195 503 430 342 182 1652
Sec. A/C 1.15
Fgt. Data 18 47 38 29 17 149
C0-ord 23 35 15 12 1 86
C/Search 12 30 25 20 11 98
R/T 92 208 194 150 78 722
TOTAL 190 470 420 289 145 1514
Work A/C 0.92
EC 180 25 62 53 37 22 199
EC Total 10 27 25 17 9 88
CC 180 5 10 7 5 2 29
CC Total 2 4 3 2 0 11
Table 10
Note:
Skip aircraft are those aircraft which penetrate a sector but remain under thecontrol of another sector.
Sector Capacity Assessment for Amsterdam ACC page 17
DISTRIBUTION OF TRAFFIC PER SECTOR
SIMULATED ORGANISATION: CURRENT SECTORISATION AMSTERDAM ACC
TRAFFIC SAMPLE: FRIDAY 10 MAY 1996 : 1441 FLIGHTS
SECTORCODE
NO. OF A/CCONTROLLED
COORDINATEDFLIGHTS
TOTALNUMBER
TOTAL FLIGHTTIME (MINS)
AVERAGEFLIGHT TIME
NRT
STH
EST
WST
BWT
177
436
376
285
163
18
67
54
57
19
195
503
430
342
182
2325.3
4514.0
4281.5
4357.2
1693.9
11.9
9.0
10.0
12.7
9.3
TOTAL
MIN
MAX
AVERAGE
SD.
1437
163
436
287
107
215
18
67
43
20
1652
182
503
330
127
17171.9 10.4
Table 11
Sector Capacity Assessment for Amsterdam ACC page 18
DISTRIBUTION OF ATC WORKLOAD PER SECTOR(EXPRESSED IN MINUTES FOR 24 HOURS)
SIMULATED ORGANISATION: CURRENT SECTORISATION AMSTERDAM ACC
TRAFFIC SAMPLE: FRIDAY 10 MAY 1996 : 1441 FLIGHTS
ATC TASK SECTORS ALLCATEGORY
NRT STH EST WST BWTSECTORS
FLIGHT DATA 18.4 46.5 37.9 29.3 17.0 149.1
COORDINATION 23.2 34.6 14.7 11.5 1.0 85.0
CONFLICT SCH 12.0 29.9 25.4 19.6 10.9 97.8
ROUTINE R/T 92.0 208.0 193.7 149.5 78.4 721.6
RADAR 45.1 149.7 147.6 77.6 37.5 457.5
TOTAL: 190.7 468.7 419.3 287.5 144.8 1511.0
Table 12
Sector Capacity Assessment for Amsterdam ACC page 19
EXECUTIVE CONTROLLER LOADINGS
SIMULATED ORGANISATION: CURRENT SECTORISATION AMSTERDAM ACC
TRAFFIC SAMPLE: FRIDAY 10 MAY 1996 : 1441 FLIGHTS
WORKING HIGHEST PERCENTAGE LOADING IN ANY PERIOD OFPOSITION 60’ 180’ 1440’
NRT-EC
STH-EC
EST-EC
WST-EC
BWT-EC
35%
102%
75%
48%
29%
25%
62%
53%
37%
22%
10%
27%
25%
17%
9%
Table 13
COORDINATING CONTROLLER LOADINGS
SIMULATED ORGANISATION: CURRENT SECTORISATION AMSTERDAM ACC
TRAFFIC SAMPLE: FRIDAY 10 MAY 1996 : 1441 FLIGHTS
WORKING HIGHEST PERCENTAGE LOADING IN ANY PERIOD OFPOSITION 60’ 180’ 1440’
NRT-CC
STH-CC
EST-CC
WST-CC
BWT-CC
7%
14%
9%
6%
2%
5%
10%
7%
5%
2%
2%
4%
3%
2%
0%
Table 14
Sector Capacity Assessment for Amsterdam ACC page 20
EUROCONTROL
Distribution of traffic - Current sectorisationAMSTERDAM ACC
NRT STH EST WST BWT
177
18 436
67
376
54
285
57
163
19
0
100
200
300
400
500
600
Air
craf
t
NRT STH EST WST BWT
Sectors
No. Skip
No. A/C
Chart 1
EUROCONTROL
Distribution of flight data working times per sectorAMSTERDAM ACC
NRT STH EST WST BWT
18
4738
2917
0
50
100
150
200
250
Tot
al in
min
utes
ove
r 24
hou
rs
NRT STH EST WST BWT
Sectors
Chart 2
Sector Capacity Assessment for Amsterdam ACC page 21
EUROCONTROL
Distribution of co-ordination working times per sectorAMSTERDAM ACC
NRT STH EST WST BWT
2335
15 121
0
50
100
150
200
250
Tot
al in
min
utes
ove
r 24
hou
rs
NRT STH EST WST BWT
Sectors
Chart 3
EUROCONTROL
Distribution of conflict search working times per sectorAMSTERDAM ACC
NRT STH EST WST BWT
12
30 25 2011
0
50
100
150
200
250
Tot
al in
min
utes
ove
r 24
hou
rs
NRT STH EST WST BWT
Sectors
Chart 4
Sector Capacity Assessment for Amsterdam ACC page 22
EUROCONTROL
Distribution of routine R/T working times per sectorAMSTERDAM ACC
NRT STH EST WST BWT
92
208
194
150
78
0
50
100
150
200
250
Tot
al in
min
utes
ove
r 24
hou
rs
NRT STH EST WST BWT
Sectors
Chart 5
EUROCONTROL
Distribution of radar working times per sectorAMSTERDAM ACC
NRT STH EST WST BWT
45
150 148
78
38
0
50
100
150
200
250
Tot
al in
min
utes
ove
r 24
hou
rs
NRT STH EST WST BWT
Sectors
Chart 6
Sector Capacity Assessment for Amsterdam ACC page 23
EUROCONTROL
Executive controller workloadAMSTERDAM ACC
NRT STH EST WST BWT
25
62
53
37
22
0
20
40
60
80P
erce
ntag
e on
3 h
ours
NRT STH EST WST BWT
Sectors
Chart 7
EUROCONTROL
Coordinating controller workloadAMSTERDAM ACC
NRT STH EST WST BWT0
20
40
60
80
Per
cent
age
on 3
hou
rs
NRT STH EST WST BWT
Sectors
Chart 8
Sector Capacity Assessment for Amsterdam ACC page 24
EUROCONTROL
Basic results from EAM simulation-peak hourAMSTERDAM ACC
21
14
24
34
45
29
41
75
102
35
0
20
40
60
80
100
120
NRT BWT WST EST STH
Number of flights entering during peak hour
Peak hour executive controller workload
Chart 9
EUROCONTROL
Basic results from EAM simulation-peak 3 hoursAMSTERDAM ACC
50
109
91
71
43
25
62
53
37
22
0
20
40
60
80
100
120
NRT STH EST WST BWT
Number of flights entering during peak 3 hours
Peak 3 hour executive controller workload
Chart 10
Sector Capacity Assessment for Amsterdam ACC page 25
Map 2