EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION EUROCONTROL EUROCONTROL EXPERIMENTAL CENTRE CDM STOCKHOLM ARLANDA WP1. EEC Note No.

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1 EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION EUROCONTROL EUROCONTROL EXPERIMENTAL CENTRE CDM STOCKHOLM ARLANDA WP1 EEC Note No. 19/03 Project APR-Z-P2 E1XX Issued: October 2003 The information contained in this document is the property of the EUROCONTROL Agency and no part should be 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.

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3 REPORT DOCUMENTATION PAGE Reference: EEC Note No. 19/03 Originator: EEC - APT (AirPort Throughput) Sponsor: TITLE: Security Classification: Unclassified Originator (Corporate Author) Name/Location: EUROCONTROL Experimental Centre Centre de Bois des Bordes B.P.15 F Brétigny-sur-Orge CEDEX FRANCE Telephone : +33 (0) Sponsor (Contract Authority) Name/Location: EUROCONTROL Agency Rue de la Fusée, 96 B BRUXELLES Telephone : CDM STOCKHOLM ARLANDA WP 1 Author Olivier Delain - Sofréavia Alain Payan - Quaternove Date 10/03 Pages x Figures 88 Tables 31 Annex 1 References 2 Project APR-Z-P2 E1XX Distribution Statement: (a) Controlled by: Head of APT (b) Special Limitations: None (c) Copy to NTIS: YES / NO Descriptors (keywords): CDM - Airport - Arlanda - Stockholm Task No. Sponsor Period 2002 to 2003 Abstract: State of operations processes at Arlanda airport This note assesses the current operations business processes and co-ordination processes between Arlanda airport actors. It also assesses the major decision drivers involved in the process of decision making. It analyses the information systems used by Arlanda s airport actors and the main information flows between these actors.

4 Document Change Log Version Date Total Pages Modified Sections All Creation of the document All Major Modifications Comments All Proposed issue for review Approvals Company Name Project Responsibility Date Written by EUROCONTROL Olivier DELAIN Alain PAYAN Project Leader Reviewed by EUROCONTROL Peter ERIKSEN CDM Project Manager Approved by EUROCONTROL Peter ERIKSEN CDM Project Manager iv EEC Note No. 19/03

5 TABLE OF CONTENTS 1 INTRODUCTION BACKGROUND DOCUMENT PURPOSE STRUCTURE OF DOCUMENT ACRONYMS AIRPORT PRESENTATION AIRPORT LAYOUT RUNWAY CONFIGURATION Sectorisation Surveillance Weather Traffic Characteristics TRAFFIC ARLANDA OPERATIONS SUMMARY BUSINESS PROCESS ASSESSMENT General business process model INFORMATION FLOWS ASSESSMENT Main information flows between Stockholm Arlanda s actors Description of the information and data flows INFORMATION SYSTEMS ANALYSIS TIME ESTIMATES ANALYSIS Update of time estimates Inbound flights Outbound flights PROCESSES AND INFORMATION FLOWS MODELS BY ACTOR ACS (AIRPORT CO-ORDINATION SWEDEN) Airport slots planning during strategic phase Airport slots planning during tactical phase Airport Co-ordination Sweden (ACS) main business processes ACS Information Flows Information Systems used by ACS FMP FMP Operations Strategic phase Pre-tactical phase Tactical phase Description of the Operational Business Process FMP INFORMATION FLOWS AT ARLANDA AIRPORT TIME ESTIMATES TERMINOLOGY INFORMATION SYSTEMS USED BY FMP STOCKHOLM ARLANDA S TWR Tower Operations Operations environment Description of the Operational Business Process Main information flows with other actors Information Flows Time estimates EEC Note No. 19/03 v

6 Time Estimates update process Information Systems STOCKHOLM ARLANDA S RAMP TOWER OPERATIONS Operations description Information co-ordinator Planning co-ordinator Stand and Gate Policy Description of the Operational Business Process Main information flows Time estimates Time Estimates update process Information systems Main information Systems Links with other Information Sources SAS SAS Operations Understanding SAS corporate operations structure Regional Organisation SAS operations in Arlanda SAS operations positions Identification of SAS main business processes SAS INFORMATION FLOWS TIME ESTIMATES Time Estimates Terminology Time Estimates Updating Process SAS INFORMATION SYSTEMS SGS SGS Operations SAS Corporate Organisation: SGS corporate organisation (Scandinavian level) SGS operations organisation in Arlanda SGS operations description in Arlanda Description of the Operational Business Process Main information flows with other actors Information Flow diagram: Information Flows relations: Information systems Links with other Information Sources SERVISAIR Servisair Operations Operations organisation in Arlanda Description of the Operational Business Process Main information flows with other actors Time estimates The following terminology is used: Information Systems Main information Systems NOVIA Novia Operations NOVIA Operations organisation in Arlanda Novia operations description Description of the Operational Business Process Main information flows with other actors Information Flows relations: Time estimates Time Estimates terminology Time Estimates update process vi EEC Note No. 19/03

7 4.8.4 Information Systems Main information Systems Links with other Information Sources DE-ICING De-Icing Operations General environment: Description of the Operational Business Process Main information flows with other actors Information Flow diagram: Information Flows relations: Information Systems Main information Systems Links with other Information Sources LFV IT - SAFIR SAFIR Information Flows : Few months to few hours before the flight (strategic planning) hours to few hours before arrival flight hours to 0 hour before arrival flight hours to 0 hour before departure flight Information Systems CO-ORDINATION ASSESSMENT ARLANDA ACTORS MAIN COMMENTS Tower Ramptower Aircraft Operators Handling Agents De-icing Activities LVF IT IDENTIFICATION OF POTENTIAL CDM DIRECTIONS The Information Challenge Collaborative Management of Disruptions Procedure Post Operations Analysis Cross Organisations Steering Group EEC Note No. 19/03 vii

8 LIST OF FIGURES FIGURE 1: AIRPORT LAYOUT... 7 FIGURE 2: OPERATIONAL BUSINESS PROCESSES MODEL... 9 FIGURE 3: ATC TASK SHARE ARRIVAL TO DEPARTURE DURING TURN AROUND FIGURE 4: GROUND RADAR VIEW FIGURE 5: RWY UTILISATION FIGURE 6: OPERATIONAL BUSINESS PROCESSES MODEL FIGURE 7 : MAIN INFORMATION FLOWS BETWEEN STOCKHOLM ARLANDA S ACTORS FIGURE 8: AIRPORT S SLOTS WORKING SCHEDULE FOR A SUMMER SEASON FIGURE 9: CFMU/FMP FLOWS FIGURE 10: FMP/ATC FLOWS FIGURE 11: GENERAL FLOW DIAGRAM FIGURE 12: FMP INFORMATION SYSTEM DIAGRAM FIGURE 13: TWR CONTROL POSITION FIGURE 14: TOWER OPERATIONS POSITIONS FIGURE 15: FLIGHT DATA ASSISTANT DESK FIGURE 16: CLEARANCE DELIVERY DESK FIGURE 17: GROUND CONTROLLER DESK FIGURE 18: AWOS SYSTEM FIGURE 19: LOCAL CONTROLLER DESK FIGURE 20: TWR ARRIVAL PROCESS FIGURE 21: TWR DEPARTURE PROCESS FIGURE 22: ITV SCREEN FIGURE 23: TWR INFORMATION FLOW DIAGRAM FIGURE 24: TWR TIME ESTIMATES UPDATING PROCESS FIGURE 25: APPROACH RADAR (RDP) FIGURE 26: TOWER S INFORMATION SYSTEMS FIGURE 27: RAMPTOWER FACILITIES MAP FIGURE 28: SURFACE MOVEMENT RADAR SCREEN FIGURE 29: RAMP TOWER INFORMATION CO-ORDINATOR POSITION FIGURE 30: INFORMATION CO-ORDINATOR DESK FIGURE 31: PLANNING COORDINATOR DESK FIGURE 32: PLANNING COORDINATOR POSITION FIGURE 33: RAMPTOWER INFORMATION FLOWS DIAGRAM FIGURE 34: PILOT CO-ORDINATION FIGURE 35: TIME ESTIMATE PROCESS FOR RAMPTOWER FIGURE 36: RAMPTOWER INFORMATION SYSTEMS DIAGRAM FIGURE 37: RAMPTOWER OTHER INFORMATION SOURCES FIGURE 38: SAS CORPORATE ORGANISATION FIGURE 39: SAS REGIONAL STRUCTURE FIGURE 40: SAS OPERATIONS STRUCTURE IN ARLANDA FIGURE 41: SAS TRAFFIC CONTROL ROOM FIGURE 42: SAS TRAFFIC CONTROL POSITION FIGURE 43: SAS NDS SCREEN FIGURE 44: MAIN INFORMATION FLOWS FIGURE 45: FLOWS PILOT/OTHER ACTORS FIGURE 46: SAS TIME ESTIMATES UPDATING PROCESS FIGURE 47: MAIN INFORMATION SYSTEM USED BY SAS FIGURE 48: OPUS 2000 SCREEN FIGURE 49: OTHER SOURCES OF INFORMATION FOR SAS viii EEC Note No. 19/03

9 FIGURE 50: SAS CORPORATE ORGANISATION FIGURE 51: SGS CORPORATE ORGANISATION FIGURE 52: SGS OPERATIONAL ORGANISATION IN ARLANDA FIGURE 53: SAS MAIN OPERATIONS ROOM IN ARLANDA FIGURE 54: SGS TRAFFIC CONTROL POSITION DESKS FIGURE 55: SGS PASSENGER CONTROL POSITION DESKS FIGURE 56: SGS STAFF CONTROL POSITION DESKS FIGURE 57: SGS LOAD CONTROL ROOM FIGURE 58: GROUND HANDLING PROCESS FIGURE 59: SGS S PUSH-BACK PROCESS FIGURE 60: SGS S INFORMATION FLOW DIAGRAM FIGURE 61: SGS INFORMATION SYSTEMS FIGURE. 62: OTHER INFORMATION SOURCES FIGURE 63: GROUND HANDLING PROCESS FIGURE 64: SERVISAIR S PUSHBACK PROCESS FIGURE 65: SERVISAIR S INFORMATION FLOW DIAGRAM FIGURE 66: SERVISAIR SOURCES OF INFORMATION FIGURE 67: NOVIA STRUCTURE FIGURE 68: NOVIA TRAFFIC AND RAMP CO-ORDINATOR DESKS FIGURE 69: GROUND HANDLING PROCESS FIGURE 70: NOVIA S PUSH-BACK PROCESS FIGURE 71: NOVIA S INFORMATION FLOW DIAGRAM FIGURE 72: PILOT CO-ORDINATION WITH OTHER ACTORS FIGURE 73: NOVIA TIME ESTIMATE UPDATING PROCESS FIGURE 74: INFORMATION SYSTEMS USED BY NOVIA FIGURE 75: OTHER INFORMATION SOURCES FIGURE 76: DE-ICING CO-ORDINATORS POSITIONS FIGURE 77: SAS DE-ICING CO-ORDINATORS POSITION FIGURE 78: AIRCRAFT DE-ICING PROCESS DIAGRAM FIGURE 79: AIRCRAFT DE-ICING TIMING DIAGRAM FIGURE 80: INFORMATION FLOWS DIAGRAM FIGURE 81: DE-ICERS INFORMATION SYSTEMS FIGURE 82: OTHER INFORMATION SOURCES FIGURE 83: SAFIR INFORMATION FLOW FOR AIRPORT SLOT PROCESS FIGURE 84: SAFIR INFORMATION FLOW 24 HOURS TO 0 HOUR BEFORE THE ARRIVAL FLIGHT FIGURE 85: SAFIR INFORMATION FLOW DIAGRAM 12 HOURS TO 0 HOURS BEFORE ARRIVAL FLIGHT FIGURE 86: SAFIR INFORMATION FLOW DIAGRAM 12 HOURS TO 0 HOURS BEFORE ARRIVAL FLIGHT FIGURE 87: SAFIR INFORMATION FLOW DIAGRAM 12 HOURS TO 0 HOURS BEFORE FLIGHT DEPARTURE FIGURE 88: SAFIR SCREEN EEC Note No. 19/03 ix

10 LIST OF TABLES TABLE 1: PLANNED CAPACITY VERSUS VMC/IMC AND WINDS TABLE 2 : OPERATING AIRLINES VS MOVEMENTS (NOVEMBER 2002) TABLE 3 : OUTBOUND FLIGHTS (NOVEMBER 2002) TABLE 4 : INBOUND FLIGHTS (NOVEMBER 2002) TABLE 5 : INFORMATION FLOWS BETWEEN ACTORS (1/4) TABLE 5 : INFORMATION FLOWS BETWEEN ACTORS (2/4) TABLE 5 : INFORMATION FLOWS BETWEEN ACTORS (3/4) TABLE 5 : INFORMATION FLOWS BETWEEN ACTORS (4/4) TABLE 6: INFORMATION SYSTEMS MAIN FUNCTIONALITIES (1/2) TABLE 6 : INFORMATION SYSTEMS MAIN FUNCTIONALITY (2/2) TABLE 7: ACS MAIN BUSINESS PROCESS TABLE 8: ACS CO-ORDINATED FLOWS TABLE 9: ACS SYSTEMS FLOWS TABLE 10: ACS MAIN INFORMATION SYSTEMS TABLE 11: FMP MAIN BUSINESS PROCESSES TABLE 12: FMP TIME ESTIMATES TERMINOLOGY TABLE 13: FMP MAIN INFORMATION SYSTEMS DESCRIPTION TABLE 14: TWR MAIN BUSINESS PROCESSES (1/2) TABLE 14: TWR MAIN BUSINESS PROCESSES (2/2) TABLE 15: TWR TIME ESTIMATES TABLE 16: TERMINALS, STANDS AND HANGARS CHARACTERISTICS FOR APRON TABLE 17 : BUSINESS PROCESSES DESCRIPTION TABLE 18 : RAMPTOWER TIME ESTIMATES DEFINITION TABLE 19: SAS MAIN BUSINESS PROCESSES (1/2) TABLE 19: SAS MAIN BUSINESS PROCESSES (2/2) TABLE 20: SAS TIME ESTIMATES TERMINOLOGY TABLE 21 : BUSINESS PROCESSES DESCRIPTION TABLE 22: SERVISAIR TIME ESTIMATES DEFINITION TABLE 23: SERVISAIR BUSINESS PROCESSES TABLE 24: NOVIA TIME ESTIMATES TERMINOLOGY TABLE 25 : DE-ICING BUSINESS PROCESSES DESCRIPTION x EEC Note No. 19/03

11 1 INTRODUCTION 1.1 Background In order to optimise the operations on Stockholm Arlanda's aeronautical platform, Stockholm Arlanda Airport and its partners decided to study CDM 1 concepts. This project is conducted in collaboration with EEC s (Eurocontrol Experimental Centre) Airport Business Area and Arlanda Airport represented by LFV (Luftfartsverket), SAS, Skyways AB, Britannia Airways, Nordic Aero, Scandinavian Ground Services, Servisair PLC, Novia, Stockholm FMP 2, ACS 3. Arlanda airport actors agreed, initially, that the overall CDM project would be conducted in four Work packages. WP1 - State of operations processes at Arlanda airport This work package assesses the current operations business processes and coordination processes between Arlanda airport actors. It also assesses the major decision drivers involved in the process of decision making. It analyses the information systems used by Arlanda s airport actors and the main information flows between these actors. WP2 Define CDM targets, analyse the gaps and propose collaborative solutions This work package will identify and select common improvement targets, detect the gaps with the current state of operations and design new collaborative processes, information flows/system along with expected data quality to reach the common targets. WP3 - Implement and run This work package would implement the processes, the information systems and the information flows. It would also establish a set of parameters, including a method to check and to verify that the required improvements are met. WP4 - Measure and follow-up This work package would measure the results obtained and evaluate the changes made according to the defined parameters and definitive establishment of the model at Arlanda airport. 1.2 Document purpose The main WP1 objective is to assess the state of operations at Arlanda airport aeronautical platform. It describes the operational business processes, the actual co-ordination processes, the main information flows between actors, the information systems and the time estimates used by these actors. This document corresponds to the end of the first work package of Arlanda Airport CDM project. 1 Collaborative Decision Making 2 Flow Management Position 3 Airport Co-ordination Sweden EEC Note No. 19/03 1

12 1.3 Structure of document After this introduction, section 2 provides a general presentation of the Arlanda airport platform. It shows the airport configuration and some general figures about passengers, and traffic. Section 3 provides saummary of Arlanda airport operations along four different dimensions: Section 3.1 provides an assessment of the airport business processes. It presents and defines the main operational business processes at Stockholm Arlanda airport, their main inputs and outputs and the links between the processes. This section contains an assessment of the actual co-ordination processes between Arlanda s airport actors. Section 3.2 provides an assessment of the state of information flows and information sources type at Arlanda airport in January It presents the information flows, the origin and the destination of the data and finally the means by which those information flows are exchanged. Section 3.3 presents the main information systems used by Arlanda airport actors. This section lists the main functions of each information system and describes the main links between those information systems. Section 3.4 provides the analysis of the processes of update of time estimates. Section 4 stands for the annexes of this report. This section details for each actor the following items: detailed business processes maps, information flows maps, information systems analysis and processes for updating time estimates as well as time estimates terminology analysis. Section 5 provides an assessment of the co-ordination at Arlanda airport. This section details and explains the co-ordination improvement fields identified during WP1. 2 EEC Note No. 19/03

13 1.4 ACRONYMS ACC Area Control Centre ACARS Aircraft Communications, Addressing and Reporting System ACS Airport Co-ordination Sweden ADS-B Automatic Dependent Surveillance Broadcast AFCO Airport Fuelling COmpany AFTN Aeronautical Fixed Telecommunications Network AGL Airport Ground Light AIBT Actual In Block Time AIM ATFM Information Message AIP Aeronautical Information Publication ALDT Actual Landing Time AMD Advisory Map Display ANM ATFM Notification Message, AOBT Actual Off Block Time AOST Actual On Stand Time APP APProach ARN Stockholm Arlanda Airport (IATA code) ART Actual Ready Time ATA Actual Time of Arrival ATC Air Traffic Control ATCAS ATC Automated System ATCC Air Traffic Control Centre ATD Actual Time of Departure ATFM Air Traffic Flow Management ATO Actual ATOT Actual Take-Off Time ATIS Automatic Terminal Information Service ATOT Actual Take-Off Time ATS Air Traffic Services AWOS Automated Weather Observations System BA Barometric Altitude BLK Actual On BLocKs Time CASA Computer Assisted Slot Allocation (CFMU) CAT CATegory Precision Approach (I,II,III) CDM Collaborative Decision Making CFMU Central Flow Management Unit (EUROCONTROL) CHG Flight Plan CHanGe message (CFMU) CIA CFMU Internet Application CLD CLearance Delivery CPM Containers Position Message CTMO Central Air Traffic Flow Management Organisation (ICAO) CTOT Calculated Take-Off Time (CFMU) CUTE Common Use Terminal Equipment (SITA) DARSA Delay Analysis Report at Swedish Airports DCL Departure CLearance EEC Note No. 19/03 3

14 DEP DEParture DES DE-Suspension message (CFMU) DLA DeLAy message (CFMU) EAT Estimated Approach Time (Rate PC Tool) EEC Eurocontrol Experimental Centre (Bretigny-sur-orge, France) EO Estimated airborne message EOBT Estimated Off-Block Time EOGT Estimated On Ground Time (Rate PC Tool) EIBT Estimated In-Block Time ELDT Estimated Landing Time ESOS Stockholm ACC ETA Estimated Time of Arrival ETD Estimated Time of Departure ETIF Estimated Time In Flight ERR ERRor message ERT Estimated Ready Time ESSA Arlanda Airport (ICAO code) ETD Estimated Time of Departure ETFMS Enhanced Traffic Flow Management System (CFMU) ETOT Estimated Take Off Time FPB Flight Progress Board FDPS Flight Data Processing System FCM Flight Confirmation Message (CFMU) FDA Flight Data Assistant FDOD Flight Data Operations Division (CFMU) FIDS Flight Information Display System FLS FLight Suspension message FMD Flow Management Division (CFMU) FMP Flow Management Position FMS Flight Management System FPL Flight PLan FSA First System Activation message GA General Aviation GND GrouND Controller HCC Hub Control Centre I-ACS Integrated Air traffic Control System (Aerotechtelub) IFPS Integrated initial Flight Plan processing System (CFMU) IMC Instrument Meteorological Conditions ICAO International Civil Aviation Organization IFR Instrument Flight Rules ILS Instrument Landing System IOBT Initial Off-Block Time, ISO International Standard Organisation ITO Internal Time of Operations ITV Internal TV network KPI Key Performance Indicator LC Load Controller LCC Load Control Centre LDM LoaD Message 4 EEC Note No. 19/03

15 LFV LuftFartsVerket, Swedish Civil Aviation Authority LVP Low Visibility Procedures MET Meteorological MTTA Minimum Turn Around Time MVT (aircraft) MoVemenT Message NAVAIDS NAVigation AIDs N/A Not Applicable NDS New Display System NTC NeTwork Operations Control OLDI On Line Data Interchange OOOI Out Off On In PGS Passenger Guidance System PREDICT Pre-Tactical ATFM System (CFMU) PSC Passenger Service Coordinator PSM Passenger Service Message PTM Passenger Transfer Message RCA Remote Control Access (CFMU terminal) REA REAdy Message (CFMU) RETA Revised Estimated Time of Arrival (Rate PC Tool) RFI Request For Improvement message (CFMU) RFL Requested Flight Level RODOS ROute DOcumentation System (SAS Flight Planning and Weather Database) RRP Re-Routing Proposal message (CFMU) RPL Repetitive flight PLan RJT ReJecTion message (CFMU) REA REAdy message (CFMU) RETA Revised Estimated Time of Arrival RPL Repetitive Flight Plan RVR Runway Visual Range RWY RunWaY SAFIR Swedish Aviation Flight Information Resources SAM Slot Allocation Message, SCAA Swedish Civil Aviation Authority SCORE Slot COordination and REporting (airport slots management system) SCR Slot Clearance Request/Replay message SFS Stockholm Fuelling Services SIBT Scheduled In-Block Time SID Standard Instrument Departure (route) SIGMET SIGgnificant METeorological information SlP Slot Improvement Proposal SITA Société Internationale de Télécommunications Aéronautiques SLA Service Level Agreement SLC SLot requirement Cancellation message (CFMU) SLDT Scheduled Landing Time SMGCS Surface Movement Guidance and Control System SMM Slot Missed Message (CFMU) SMR Surface Movement Radar EEC Note No. 19/03 5

16 SOBT Scheduled Off-Block Time SPA Slot improvement Proposal Acceptance message (CFMU) SRJ Slot improvement ReJection message (CFMU) SRM Slot Revision Message SRR Slot Revision Request message (CFMU) STA Scheduled Time of Arrival STD Scheduled Time of Departure SWM Slot improvement proposal Wanted Message TACT CFMU TACTical system TMA Terminal Manoeuvring Area (or Terminal Control Area (ICAO)) TMC TerMinal Control Centre TMS Terminal Management System (Preston Group) TOBT Target Off Block Time TWR ToWeR TQM Total Quality Management UCM Unit load device Control Message UHF Ultra High Frequency UTC Universal Times Co-ordinates VFR Visual Flight Rules VMC Visual Meteorological Conditions W&B Weight and Balance WP Work Package 6 EEC Note No. 19/03

17 2 AIRPORT PRESENTATION 2.1 Airport Layout Arlanda airport has three runways. There are two parallel runways: 01L-19R (3.300 m), 01R-19L (2.500 m), distance between runways M and threshold of runway 01R displaced 800 M south. The converging runway (2.500 M) is located north of runway 01R. Figure 1: Airport Layout EEC Note No. 19/03 7

18 High-speed exits can be found at all runways. There are no high-speed entries to the RWY at Arlanda. No push and hold positions 4 are available. There is predefined taxiway routing on ARN supporting single direction taxing procedures. Separation Minima There are no separation minima required on aprons and taxiways today at Stockholm-Arlanda (ARN). Current procedures are based on the visual "see and be seen" principal to maintain separation between aircraft and/or vehicles. The progressive increase in traffic, the complexity of aerodrome layouts and the increasing number of operations that take place in low visibility conditions require advanced capabilities to ensure separation when visual means are not adequate. This is a prerequisite to maintain aerodrome capacity in low visibility conditions. Note: in LVP (Low Visibility Procedures) the capacity is reduced from 35 to 22 arrivals when CAT II or III procedures are in use. The reason for this is that the sensitive area (area to protect ILS LLZ) must be free when arriving aircraft is on 2 nm final and that means extra spacing between arrivals, resulting in fewer landings per hour. For departing aircraft there are no restrictions. For ground movements the use of SMCGS is fundamental. There are no prescribed separation standards but controllers are monitoring, giving instructions to aircraft to minimise collision hazards. Navigation on ground and ability to see and follow for aiarcraft are severely reduced as the situation awareness. Vehicle traffic is strongly reduced during LVP and necessary vehicles are treated as aircraft. 2.2 Runway Configuration Sectorisation Arlanda airport is divided into five different controlled sectors. The runways are assigned as follows: RWY 01L/19R to TWR W and 08/26 and 01R/19L (new runway) to TWR E The taxiways and aprons are assigned to three ground controllers, at low traffic the three-taxiway sectors may be merged and handled by one or two controllers. 4 A hold position on the ramp or the manoeuvring area which is not blocking other traffic, used when AIRCRAFT is waiting for a particular event, such as de-icing, a calculated take-off time, CTOT or a free stand. 8 EEC Note No. 19/03

19 TWR W 118,5 GND N 121,925 IHP X19 IHP X18 IHP W12 J M K IHP Z18 F G H VEHICLE ROAD TWR DEICE-M IHP TWR E 125,125 S IHP U14 R GND W 121,70 GND E 121,975 Figure 2: Operational business processes model The following complex characteristics should be noted 5 : Three runways, after landing flights have to cross the taxiway of departing flights to reach the parking. A very large manoeuvring area makes orientation in low visibility conditions difficult and causes a high complexity of the infrastructure layout. This makes it a delicate task to navigate on aprons and the taxiway system. 5 Section 2.2 is derived from Gate to Gate, Operational Key Concepts, V0.3 (LFV), October 2002) EEC Note No. 19/03 9

20 Arrival Phase The APP (Approach) controller controls the arriving aircraft during the last ten minutes of flight. The spacing between aircraft is kept as close to minimum allowed as possible. The aircraft is handed over to TWR latest at 4NM final. The TWR (Tower) controller manages the runway occupancy, issues the landing clearance and controls the aircraft until it exits the runway. The GND (Ground) controller handles the taxiing aircraft from the runway exit to the gate/parking stand. Note that as the aircraft passes from taxiway to apron it leaves the manoeuvring area for an area of information and thereby the responsibility of a safe routing is transferred from the controller to the pilot. Departure Phase The CLD (Clearance Delivery) issues the start-up and ATC-clearance. The GND controller issues the pushback approval for departing aircraft. The GND controller then issues the clearance for the aircraft from the apron to the runway holding position. The TWR controller sequences aircraft on the runway for takeoff taking into account arriving aircraft, wake-vortex constraints and required radar separation after departure pending the SID (standard Information Departure) routing of the aircraft. When departing aircraft is ft climbing TWR hands over the control of the aircraft to APP. The APP controller manages aircraft during the climb out from the airport through the TMA and acts as an interface with the en-route controlling sectors. LVP - Low Visibility Procedures 10 miles out 4 miles 2 miles RWY safety area Manoeuvring Area Boarder Approach/Departure Landing/Take-off Taxiing ILS Area Runway Taxiway Apron Gat e Usage Topography Task share inbound outbound APP TWR GND CDM Figure 3: ATC Task share arrival to departure during turn around Surveillance Surface movements surveillance is currently based on visual observation and the use of primary radar. The automatic identification identifies about 90% of arriving traffic; this is achieved through a correlation between the approach radar and the ground radar. Call sign is transferred between the two radar systems. Approximately 60 % of departing traffic is automatic identified. The apron management manually pushes a button at off block time. A radar gap is created at the gate where the aircraft is standing. The ground radar correlates with the first echo it can find in the radar gap. The rest of the traffic (for example traffic at remote stands) is identified manually by drag and drop from flight lists. 10 EEC Note No. 19/03

21 From 2002, three new ground radar stations are operating, with the capability to integrate and display ADS-B data to the ground controller Weather Figure 4: Ground radar view Low visibility procedures 6 are used mainly during the period September December. Cat II operations are possible to runway 01/L only. CAT II operations are used approximately days per year and 6 The ICAO has defined low visibility condition (both for day and night) as follows: Visibility condition 1: Visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at intersections by visual reference, and for personnel of control units to exercise control over all traffic on the basis of visual surveillance; Visibility condition 2: Visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at intersections by visual reference, but insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance; Visibility condition 3: Visibility sufficient for the pilot to taxi but insufficient for the pilot to avoid collision with other traffic on taxiways and at intersections by visual reference with other traffic, and insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance. For taxiing this is normally taken as visibilities equivalent to a RVR less than 400 m but more than 75 m; Visibility condition 4: Visibility insufficient for the pilot to taxi by visual guidance only. This is normally taken as a RVR of 75 m or less. EEC Note No. 19/03 11

22 normally only during the early morning hours. The new runway 01R/19L will be equipped for CAT II and CAT III operations. Winter operational conditions exist from mid-november to end of March. Snow and icing conditions reduce the capacity. All actors are well prepared for these conditions. The time for recovery after snowfall is remarkably fast and limitations due to snow and reduced braking action last normally only a short time. In average days per year with severe snow and icing conditions significantly reduce the capacity. The aircraft de-icing facility is sufficient to cope with normal icing conditions, only severe icing conditions brings the capacity down. Snow sweeping of runways is performed in accordance with a co-operative plan and completed in 6 or 8 minutes (2.500 m and m), including the clearway spread and measurement of braking action. Start of snow sweeping is normally decided on 30 minutes notice. Cumulonimbus with strong winds occurs about 15 days per year, predominantly in summertime and mostly in afternoon and evening hours. Prevailing winds are from Northeast or Southwest. Depending on actual winds runway configuration 01L/01R or 19L/19R will be used. Stockholm-Arlanda has about days of LVP (RVR less than 600m), which could be compared to the ICAO visibility condition 3 and 4. During Low Visibility any vehicle using the Vehicle Road shall advise to the Tower their position and intended destination. UHF/Radio shall be monitored and amber rotation lighting shall be used. Assigned escort can accommodate vehicles without radio and required lighting instead. All escorts are co-ordinated by the Security Centre. To alert all vehicles when LVP conditions are in force, red stoplights are activated at all entrance points to the Vehicle Road Traffic Characteristics Traffic / Schedule Demand and Capacity Four airlines together constitute for more than 50 percent of the traffic at Arlanda. The major part of the traffic consists of domestic flights, which are not affected by FMU regulations and also have a shorter turn around time (<30 minutes) compared to international flights (>30 minutes). Planned maximum capacity in different RWY configurations with regards to IMC/VMC 7 and wind direction (see next page): 7 Instrument Meteorological Conditions/ Visual Meteorological Conditions 12 EEC Note No. 19/03

23 WIND VMC/IMC RWYs CAPACITY [land+arr] Total Mix 01 L [22+22] 44 NW IMC 2,2% Mix 01 R [22+22] / ,6% Mix 01 L [28+28] 56 VMC 7,4% Mix 01 R [28+28] IMC 12,1% Arr 01 R 32 Dep Mix 01 L [22+22] NE / % SE-SW 100 0/ ,4% VMC 21,9% IMC 18,0% VMC 37,5% Arr 01 R Dep 08 Mix 01 L Mix 19 R Mix 19 L Mix 19 R Mix 19 L [28+28] [22+22] 44 [22+22] [28+28] 56 [28+28] Note 6.5 nm between arrivals 5 nm between arrivals Regards taken to M/A 01R when dep 08 4 nm spacing between arrivals (01R) 3 nm spacing between arrivals (01R) 6.5 nm spacing between arrivals 5 nm spacing between arrivals 0 0/ IMC-VMC 1% 1 bana mix [22+22] 44 Throughput Table 1: Planned Capacity versus VMC/IMC and winds In the table above maximum RWY capacities for different configurations and weather conditions is declared. The basis for the declared airport capacity will be independent parallel mixed operations. Estimated maximum capacity will be movements per hour within the next 3 8 years. By 2004 maximum arrivals are estimated to 45 per hour and departures 45 per hour. Balancing of arrivals/departures can be made to meet peak demand by allowing more than scheduled movements arrivals/departing and at the same time reducing the not needed schedule capacity for departures/arrivals. The airport is open 24 hours with maximum peak hours from to and to (Local time). Runway Utilisation The runway in use utilisation percentage is planned as follows (see next page): EEC Note No. 19/03 13

24 Peak Flow and Independent approaches and departures Wind 30% 08 Wind 10 % 01L 01R 01L 01R Wind 40 % 19R 19L Wind 20 % 19L Off peak Flow Segregated operations Wind 10 % 26 01L 08 Wind 30% 1 0Transmit ready 2 Receive actual wind 3 Landing clearance 4 Instructions to 1L Wind 40 % 19R 26 19R 08 Wind 20 % Figure 5: RWY utilisation 14 EEC Note No. 19/03

25 Sector Traffic Density Sector traffic density can be characterised by maximum instantaneous aircraft count and maximum daily aircraft count. Traffic tends to peak at desired travel times, and thus daily averages are not alone indicative of the peak sector traffic density. Sector traffic density affects collision risk and controller workload. Stockholm-Arlanda is a fully co-ordinated airport with a traffic density about twice that of ICAO s Heavy category 8. Aircraft Mix Aircraft types can be categorised by two characteristics: Wake Turbulence category. In 2001 the percentage was heavy 4%, medium 94% and light 2%. Performance category, such as heavy cargo, long-distance, propeller, charter, domestic, European and others. 2.3 Traffic Airlines Operating at Arlanda Airport (November 2002) Top 10 airlines operating at Arlanda airport (Nov.2002) Rank ICAO Airline Movements Percentage 1 SAS SAS % 2 SKX Skyways AB % 3 KFB Air Botnia % 4 FIN Finnair % 5 DLH Lufthansa % 6 TWE Transwede % 7 SWN West Air Sweden % 8 BAW Bristish Airways % 9 DTR Danish Air Transport % 10 AFR Air France % Table 2 : Operating Airlines Vs Movements (November 2002) Note: Total number of movements considered: (source: CFMU Operational log) Top 5 airlines operate more than 2/3 of the total number of movements (67.33%) Total number of aircraft operators in the sample: 93 8 The ICAO Ref_1 (Appendix C) has defined traffic density cases independent of visibility conditions as follows: Light (L): Not greater than 15 take-off or landings per runway or typically less than 20 total aerodrome movements; Medium (M): 16 to 25 take-off or landings per runway or typically between 20 to 35 total aerodrome movements; Heavy (H): 26 or more take-off or landings per runway or typically more than 35 total aerodrome movements. EEC Note No. 19/03 15

26 Inbound / Outbound Traffic Outbound Flights [from Stockholm Arlanda to another station] Rank To Name Movements Percentage Cumulated % Flight Time 9 1 EKCH Copenhagen (Denmark) :55 2 ESMS Malmo (Sweden) :45 3 ESGG Goteborg (Sweden) :43 4 EFHK Helsinki (Finland) :41 5 EGLL Heathrow (GB) :00 6 ENGM Oslo (Norway) :42 7 ESPA Lulea (Sweden) :59 8 LFPG CDG (Paris) (France) :00 9 ESNN Sundsvall (Sweden) :37 10 ESNU Umea (Sweden) :49 11 ESNS Skelleftea (Sweden) :16 12 EHAM Amsterdam (Netherlands) :34 12 ESSV Visby (Sweden) :33 14 EBBR Brussels (Belgium) :50 15 ESGJ Jonkoping (Sweden) :48 16 EDDF Frankfurt (Germany) :35 17 EFTU Turku (Finland) :34 18 EFTP Pirkkala (Finland) :52 19 ESMX Vaxjo (Sweden) :38 20 ESMT Halmstad (Sweden) :01 Table 3 : Outbound Flights (November 2002) Notes: 165 outbound stations, inbound flights (CFMU op log) In the Top 20 destination from Stockholm: 10 are Swedish (2760 mvts, e.g. 24.9% of the number of outbound movements), 3 are Finnish (930 mvts, e.g. 8.4% of the outbound traffic), 1 is Danish (577 mvts, e.g. 5.2% of the outbound traffic), 1 is Norvegian (362 mvts, e.g. 3.3.% of the outbound traffic). 9 Mean Flight Time, depends of course of winds, implementation of restrictions, etc. 16 EEC Note No. 19/03

27 Inbound Flights (to Stockholm Arlanda) Rank To Name Movements Percentage Cumulated % Flight Time 10 1 EKCH Copenhagen (Denmark) :55 2 ESGG Goteborg (Sweden) :43 3 ESMS Malmo (Sweden) :45 4 EFHK Helsinki (Finland) :41 5 ENGM Oslo (Norway) :42 6 EGLL Heathrow (GB) :00 7 ESNU Umea (Sweden) :49 8 ESNN Sundsvall (Sweden) :37 9 ESPA Lulea (Sweden) :59 10 LFPG Paris (CDG) (France) :00 11 ESNS Skelleftea (Sweden) :16 12 EHAM Amsterdam (Netherlands) :34 12 ESSV Visby (Sweden) :33 14 ESGJ Jonkoping (Sweden :48 15 EDDF Frankfurt (Germany) :35 16 EBBR Brussels (Belgium) :50 17 EFTU Turku (Finland) :34 18 ESMX Vaxjo (Sweden) :38 19 ESSP Norrkoping (Sweden) :30 20 ESOK Karlstad (Sweden) :43 Notes: Table 4 : Inbound Flights (November 2002) inbound flights (CFMU op log) In the Top 20 destination to Stockholm: 11 are Swedish (3260 mvts, e.g. 29,4% of the number of outbound movements), 2 are Finnish (750 mvts, e.g. 6,8% of the outbound traffic), 1 is Danish (571 mvts, e.g. 5,1% of the outbound traffic), 1 is Norvegian (379 mvts, e.g. 3,4% of the outbound traffic). 30% of the inbound flights have a flight time less or equal to 45 minutes. About 40% 11 of the inbound flights have a flight time less than 1h. The proportion of short flight times suggests that the sensitivity to potential disruptions (for instance, lack of information coming from outstations) may be significant. 10 Mean Flight Time, depends of course of winds, implementation of restrictions, etc % EEC Note No. 19/03 17

28 3 ARLANDA OPERATIONS SUMMARY 3.1 BUSINESS PROCESS ASSESSMENT General business process model The following simplified model has been used in order to assess and to analyse the operational business processes and the state of collaboration at Stockholm Arlanda airport. Pre-tactical planning Management of flight plans CFMU Operations management (slots and regulations management) Amendment of flight plans Flight Planning / Operations dispatch SAS Operations Control SKYWAYS AB Flight Planning / Operations dispatch Operations Control BRITANNIA AIRWAYS Flight Planning / Operations dispatch Operations Control TWR Clearance (Departure) SCAA / LFV Push-back and taxi clearance Ground movement control Local or aerodrome control push-back tractors' planing SAS DE-ICING Airplane De-icing SGS Passengers handling Ramp handling NORDIC AERO SERVISAIR PLC Airplane De-icing SERVISAIR PLC Passengers handling Ramp handling push-back tractors' planing ACS NOVIA Passengers handling Ramp handling push-back tractors' planing ACC ACC Operations management (tactical phase) FMP Strategic planning Pretactical planning IT Support operations (central database and statistics) Operations management (tactical phase) Airport slots - strategic planning Airport slots - tactical phase Airport's ressources planning (strategic phase) Airport's resources planning (pre-tactical phase) Stockolm's Arlanda Airport Operations Airport's resources management (tactical phase) Figure 6: Operational business processes model Tables below describe the operational business processes. Each process has been described with the following items: Major inputs and outputs, Major inbound and outbound links, A detailed model of each process. In order to complete the process analysis, an assessment of the actual co-ordination processes between Arlanda actors has been realised. WP2 report will assess the gaps in co-ordination between airport actors. 18 EEC Note No. 19/03

29 3.2 Information flows Assessment In order to complete the assessment of the actual state of co-ordination at Stockholm Arlanda, the passive co-ordination (information flows) have been described. To do so the major information flows between Stockholm Arlanda s actors and the usability of such information and data have been assessed Main information flows between Stockholm Arlanda s actors - Request from pilot - Flight departure information DE-ICERS (SAS, NORDIC AERO) - De-icing report - Messages for inbound and outbound flights AIRLINES (SAS, etc.) - Start of De-icing - End of de-icing - Request for de-icing - Load and all-door closed signals HANDLERS (SGS, SERVISAIR, etc.) - Messages for inbound and outbound flights - CTOTS for outbound flights - Start-up request - Push Back request - Take-off request - Landing request from pilots - Push back clearance - Landing clearances - Airport slot program - Time estimates for inbound flights - landing times - airport resources planning and allocation - Landing request from pilots Actual landing, take off, inblock and offblok times RAMPTOWER (FDPS System) ATCAS - ATFM slots (CTOT) - Time estimates for outbound and inbound flights - Landing and airborne Time TOWER - Start-up, Push Back, Take-off and Landing clearances to pilots - Push back, taxi and landing clearances - Coordinates the required runway configuration - Coordinate in case of disruptions the arrival sequence and the departure sequence - REA message LFV SAFIR Stand numbers Landing sequence with rate PC APP A C C - RPLs - FPLs - ATFM and slot messages CFMU - Provisional ATFM regulations and slots - ATFM regulations and messages during day of operations Figure 7 : Main information flows between Stockholm Arlanda s actors Description of the information and data flows Tables 5 through 8 describe each of the information flows shown in figure 7. It assesses for each information flow the origin and the destination of the information flow, the exchanged data and the type of the information flow (manual or automatic, SITA, MVT, telephone, radio messages). EEC Note No. 19/03 19

30 Flow From To Description Type 1 ACS Airlines Stockholm Arlanda s airport historical slots and rights, SITA/TELEX Stockholm Arlanda s airport slots programme, 2 Airlines ACS Requests and complains about historical and airport slots (modifications, new slots ), SITA/TELEX 3 ACS Stockholm Arlanda s Stockholm Arlanda s airport slots programme, Automatic (SAFIR system at Airport operations day-3) 4 Stockholm Arlanda s ACS Stockholm Arlanda s airport capacities and constraints, SITA/TELEX, APRON Air navigation services capacities and constraints, The realised during the previous seasons, SITA/TELEX, Automatic, 5 Stockholm Arlanda s APRON Airlines 6 Airlines Stockholm Arlanda s Apron 7 Stockholm Arlanda s Apron 8 Handlers (SGS, Servisair, Novia) 9 Stockholm Arlanda s Apron 10 Stockholm Arlanda s TWR Handlers Stockholm Apron Stockholm TWR Stockholm Apron Arlanda s Arlanda s Arlanda s Stockholm Arlanda s airport slots programme, Airport resources planning, Airport resources allocation during day of operations (stand and gate for inbound and outbound flights, check-in banks for outbound flights, baggage belts for inbound flights) Airport slots programme modifications requests starting day-3, Flight data and time estimates during day of operations (arrivals and departures time estimates), LDM messages and daily report for billing purposes, Stockholm Arlanda's airport slots programme, Time estimates for inbound and outbound flights, Airport resources planning, Airport resources allocation during day of operations, (stand and gate for inbound and outbound flights, check-in banks for outbound flights, baggage belts for inbound flights) Outbound flights data, actual ands estimated departure times, Inbound flights data, actual and estimated arrival times, Daily reports for billing purposes, Stands and gates numbers, Modifications of stands and gates numbers on short and very short notice, Aircraft s push-back clearances, Aircraft s landing clearances and actual landing times, Table 5 : Information flows between actors (1/4) SITA/TELEX SITA/TELEX Manually (radio frequencies ) Automatic, SITA/TELEX SITA/TELEX, Radio Radio frequencies, 20 EEC Note No. 19/03

31 Flow From To Description Type 11 Stockholm Arlanda s CFMU Flight plans from Airport s to CFMU, FPL messages, Apron 12 CFMU Stockholm Arlanda s Flight plans messages from CFMU to airport s unit, FPL messages Apron ATFM slots and messages from CFMU to airport s unit, 13 Stockholm Arlanda s Stockholm FMP Nil N/A Apron 14 Stockholm FMP Stockholm Arlanda s Nil N/A airport operations 15 Stockholm Arlanda s Stockholm Arlanda s Nil N/A Apron ACC 16 Stockholm Arlanda s Stockholm Arlanda s Nil N/A ACC airport operations 17 Airlines Handlers (own Airlines schedules, SITA handlers and/ or Aircrafts technical data, other handlers) Messages for inbound Stockholm Arlanda's flights : (MVT message / ticketing message / cargo message / containers position message / passengers special requirements message / load message / fuel message / SITA delay message / ATFM slots), Messages for outbound Stockholm Arlanda's flights (load data (check-in data, cargo data, passengers data) / catering data / passengers data/fuelling data / flight plan data), ATFM slots), Passengers data (number of passengers, check-in and boarding data ) SITA 18 Handlers (own handlers and/ or other handlers) 19 Airlines CFMU (IFPS, TACT/CASA) Airlines Messages for outbound Stockholm Arlanda's flights (MVT messages for outbound flights / cargo message / fuel message / containers position message / load message / delay messages), Messages for inbound Stockholm Arlanda's flights (time estimates (ETA at destination) / MVT messages (AIBT, AOBT) / Operations reports), Boarding data (ready to board time ), RPLs for a given season and FPLs at least 3 hours before the flight, ATFM messages (SRR (Slot Revision Request) / SMM (Slot Missed Message) / DLA (Delay Message) / CHG (Flight plan Change message) / SPA (Slot Improvement Proposal Acceptance Message) / SRJ (Slot Improvement Proposal Rejection Message) / RFI (Request For Improvement Message) / SWM (SIP Wanted Message) / FCM (Flight Confirmation Message) / RJT (Rejection Message), re-routing request messages), Table 5 : Information flows between actors (2/4) SITA SITA FPL messages, ATFM messages RCA terminal, EEC Note No. 19/03 21

32 Flow From To Description Type 20 CFMU Airlines Provisional ATFM regulations (ANM (ATFM Notification Message)), Provisional ATFM slots (AIM (ATFM Information Message)), Pre-tactical re-routing messages, Flight plans messages (acceptance, rejection ), ATFM regulations and ATFM slots messages during day of operations FPL messages, ATFM messages, 21 Airlines Stockholm FMP Nil for major airlines, Airlines which don't have an RCA terminal : requests CTOT information and communicates new EOBT and request ATFM slot, 22 Stockholm FMP Airlines Nil for major airlines, Airline which don't have an RCA terminal : CTOT and ATFM data and regulations, Radio frequencies/telephone Radio frequencies/telephone 23 Airlines Stockholm Arlanda s TWR Push-back, taxi, take-off and landing requests from pilots, Radio frequencies, 24 Stockholm Arlanda s Airlines Start-up, push-back, take-off and landing clearances to pilots and operations control Radio frequencies, TWR centres, 25 Airlines Stockholm Arlanda s ACC Nil, Could request from ACC a landing priority for specific flights, Radio frequencies/telephone 26 Stockholm Arlanda s ACC Airlines Nil, Could co-ordinate departure sequence for special cases, Radio frequencies/telephone 27 Handlers Stockholm Arlanda s TWR Nil N/A 28 Stockholm Arlanda s Handlers Landing and push-back clearances, Radio frequencies, TWR 29 Handlers Handlers Co-ordinate transit baggage and connecting passengers, N/A Co-ordination of ramp handling with passengers handling (boarding, check-in, W&B and load sheets), 30 Handlers Stockholm FMP Nil N/A 31 Stockholm FMP Handlers Nil N/A Table 5 : Information flows between actors (3/4) 22 EEC Note No. 19/03