2010 US/Europe comparison of ATM-related operational performance

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1 2010 US/Europe comparison of ATM-related operational performance Joint FAA (ATO) and EUROCONTROL (PRC) benchmark reports Hartmut Koelman EUROCONTROL Performance Review Unit 21 May 2013

2 History In 2003, joint comparison of economic performance (productivity and cost effectiveness) in selected US and European en route centers with US Air Traffic Organization (FAA-ATO) (detailed analysis + underlying drivers). In 2009, joint report on operational performance using 2008 data at the top 34 airports in each region (high level, focus on identification of indicators & data sets); In 2012, publication of an update of the 2009 report with 2010 data. Joint publications influenced ICAO and CANSO working groups for use in global benchmarking; Update foreseen with 2012 data in 2013; US/Europe comparison of ATM-related operational performance 2

3 Objective & Scope OBJECTIVES To provide a high-level comparison of operational performance between the US and Europe Air Navigation systems. Initial focus on the development of a set of comparable performance indicators for high level comparisons between countries and world regions. SCOPE Predictability and Efficiency of operations Link to Environment when evaluating additional fuel burn. Continental US airspace (Oceanic and Alaska excluded) EUROCONTROL States (excluding oceanic areas and the Canary Islands) Commercial IFR flights Focus on data subset (traffic from/to top 34 airports) due to better data quality (OEP airports) and comparability (general aviation). NOT in SCOPE Safety Cost effectiveness (to be included in 2013 report) Capacity Trade-offs and other performance affecting factors (weather, etc.) US/Europe comparison of ATM-related operational performance 3

4 Airspace density comparison Density ( flight hours per square km) < 1 < 2 < 3 < 4 < 5 >= 5 Analysis limited to CONUS & European continental; Actual sizes are comparable (USA 10.4 vs Europe 11.5 M km2) Relative density (flight hours per km2) is 1.2 in Europe and 2.2 in US US/Europe comparison of ATM-related operational performance 4

5 Overview Comparing USA & Europe Calendar Year 2010 Europe [1] USA [2] Difference Geographic Area (million km 2 ) % Number of en-route Air Navigation Service Providers 38 1 Controlled flights (IFR) (million) % Flight hours controlled (million) % Relative Density (flight hours per km 2 ) ~ 1.8x Number of Air Traffic Controllers [3] -13% Total staff % Share of General Aviation 4% 23% x5.5 Average length of flight (within respective airspace) 557nm 493nm ~-11% Number of airports with ATC services [4] +13% Of which are slot controlled > 90 3 Source Eurocontrol FAA/ATO [1] Eurocontrol States plus the Estonia and Latvia, but excluding oceanic areas and Canary Islands. [2] Area, flight hours and center count refers to CONUS only. The term US CONUS refers to the 48 contiguous States located on the North American continent south of the border with Canada, plus the District of Columbia, excluding Alaska, Hawaii and oceanic areas. [3] FAA values are consistent with CANSO reporting and include FTE ATCOs in activities directly related controlling traffic or a necessary requirement for controlling traffic. It also includes an additional 1289 controllers reported for contract towers. [4] Total of 509 facilities of which 263 are FAA staffed and 246 are contract towers US/Europe comparison of ATM-related operational performance 5

6 IFR traffic growth between 1999 and 2010 Notable decoupling in 2004; Continued growth in Europe but no declining traffic in the US; Drop in traffic due to economic crisis as of 2008/09; US/Europe comparison of ATM-related operational performance 6

7 avg. seats per flight Average seats per scheduled flight 125 Intra-European 125 Domestic US (conus) Scheduled Services (Main 34) Scheduled Services (All) Scheduled Services (Main 34) Scheduled Services (All) Source: FAA/ PRC analysis Average seat size per scheduled flight differs in the two systems; Avg. seats per flight higher in Europe and further increasing; Smaller in the US with no substantial increase over time; US/Europe comparison of ATM-related operational performance 7

8 Comparison of main 34 airports analysed Traffic to/from the main 34 airports represents some 69% of all IFR flights in Europe and 64% in the US. Avg. number of runways (+64%) and the number of movements (+64%) are significantly higher in the US; Number of passengers per IFR movement are much lower in the US (-22%). US/Europe comparison of ATM-related operational performance 8

9 Comparison of Ops. performance: Conceptual framework OFF ON Sched. OUT Actual. IN Sched. Actual. Scheduled block time (Chapter 4) Buffer Predictability (Ch.5) and Efficiency (Ch.6) of gate to gate ops. Departure Taxi out En route TMA Taxi in Departure Punctuality Air-time Actual Block-time Arrival Punctuality High level: Punctuality; airline scheduling; delays reported by airlines; More detailed: Predictability and organised by phase of flight; US/Europe comparison of ATM-related operational performance 9

10 On time performance in the US and Europe 90% 88% 86% 84% 82% 80% 78% 76% 74% Europe On-time performance compared to schedule (flights to/from the 34 main airports) 90% 88% 86% 84% 82% 80% 78% 76% 74% US 72% 70% Source: E-CODA 72% 70% Source: ASPM data Departures (<=15min.) Arrivals (<=15min.) Similar pattern in US and Europe with a comparable level of arrival on time performance until 2009; The gap between departure and arrival punctuality is significant in the US and quasi nil in Europe suggesting differences in flow management strategies; US/Europe comparison of ATM-related operational performance 10

11 Jan-00 Jan-02 Jan-04 Jan-06 Jan-08 Jan-10 Jan-00 Jan-02 Jan-04 Jan-06 Jan-08 Jan-10 minutes Airline scheduling: Evolution of block times Evolution of Scheduled Block Times (flights to/from 34 main airports) 4 3 Europe 4 3 US (conus) Scheduled block times compared to the long term average at city pair level (O&D, aircraft type) Source: FAA/PRU Punctuality improvements need to be seen in context of traffic growth and scheduled block times (i.e. time buffer included?) Europe: Block times remain relatively stable (left side) US: In addition to decreasing on time performance (previous slide), there is a clear increase in scheduled block times (right side) Seasonal effects are visible in the US and in Europe US/Europe comparison of ATM-related operational performance 11

12 Jan-03 Jan-04 Jan-05 Jan-06 Jan-07 Jan-08 Jan-09 Jan-10 Jan-11 Jan-03 Jan-04 Jan-05 Jan-06 Jan-07 Jan-08 Jan-09 Jan-10 Jan-11 minutes Trends in the duration of flight phases Trends in the duration of flight phases (flights to/from main 34 airports) 6 DEPARTURE TIMES TX-OUT TIMES 5 AIRBORNE TIMES TX-IN TIMES 4 TOTAL EUROPE -1-2 US -3-3 Data Source: CODA/ FAA Europe: performance is driven by departure delays with only very small changes in the gate-to-gate phase. US: in addition to a deterioration of departure times, there is a clear increase in average taxi times and airborne times. US/Europe comparison of ATM-related operational performance 12

13 More detailed analysis by phase of flight IFR flights To/from Main 34 airports DEPARTURE ANS-related Holding at the Gate (ATFM/ EDCT) Taxi-out GATE-to-GATE En-route Flight Efficiency In last 100NM Taxi-in IFR flights To/from Main 34 airports EDCT: Estimated Departure Clearance Time (Ground Delay Programme) Feb 15th h01-23h59 Continuous Descent Arrival 100 nm 40 nm Standard Arrival Consistent measures being established in the US and Europe US/Europe comparison of ATM-related operational performance 13

14 Departure: ANS related departure delays (1/2) ATFM/EDCT delays are delays taken on the ground at the departure airports (mostly at the gate); Both systems use ground delays programs to manage traffic but to a various extent: Mainly used in US in case of severe capacity constraints at the arrival airports; Extensively used in Europe to manage both En-route and airport capacity limitation; DEPARTURE GATE-to-GATE ANS-related Holding at the Gate (ATFM/ EDCT) Taxi-out En-route Flight Efficiency In last 100NM US/Europe comparison of ATM-related operational performance 14

15 delay per delayed flight (min.) delay per flight (min.) % of flights delayed >15 min. delay per delayed flight (min.) delay per flight (min.) % of flights delayed >15 min. IFR flights (M) Departure: ANS related departure delays (2/2) DEPARTURE ANS-related Holding at the Gate (ATFM/ EDCT) Taxi-out GATE-to-GATE En-route Flight Efficiency In last 100NM Only delays > 15 min. are included. En route related delays >15min. (EDCT/ATFM) Airport related delays >15min. (EDCT/ATFM) US % % % % Europe % % % % US: En-route delays are much lower per flight, but the delay per delayed flight is significantly higher; Europe: Higher share of flights affected (than US) but with a lower average delay. In the US, ground delays (EDCT) are used when other options are not sufficient, whereas, in Europe ground delays (ATFM) are the main ATM tool for balancing demand with en route capacity; US/Europe comparison of ATM-related operational performance 15

16 Gate-to-gate: Additional taxi out time (1/2) Measured as the time from off-block to take-off in excess of an unimpeded time. Unimpeded time is representative of the time needed to complete an operation in period of low traffic; Unimpeded time may not be a realistic reference in period of high traffic; Additional time in the taxi-out phase may be due to runway capacity constraints or results from local en-route departure and miles in trails restriction DEPARTURE GATE-to-GATE ANS-related Holding at the Gate (ATFM/ EDCT) Taxi-out En-route Flight Efficiency In last 100NM US/Europe comparison of ATM-related operational performance 16

17 minutes Jul-10 Jan-10 Jul-09 Jan-09 Jul-08 Jan-08 Jul-07 Jan-07 Jul-06 Jan-06 Jul-05 Jan-05 Jul-04 Jan-04 Jul-03 Jan-03 Gate-to-gate: Additional taxi out time (2/2) 7.0 Additional time in the taxi out phase compared to 20th percentile of each service (service = same operator, same airport, monthly) DEPARTURE ANS-related Holding at the Gate (ATFM/ EDCT) Taxi-out GATE-to-GATE En-route Flight Efficiency In last 100NM Europe (Top 34) US (Top 34) Annual average EUR Annual average US Source: FAA/PRC analysis 2008 report showed that taxi out in was much higher in the US; For the US, additional times also include delays due to local en-route departure and miles in trail restrictions; Increased focus in the US delivered a notable improvement after 2008 (to be seen in context of traffic decline); US/Europe comparison of ATM-related operational performance 17

18 Gate-to-gate: En route flight (1/5) Indicator is the difference between the length of the actual trajectory (L) and a reference trajectory (achieved distance H) based on the Great Circle Distance (G) between the departure and arrival terminal areas (40NM circles around airports). This difference is an ideal (and unachievable) situation where each aircraft would be alone in the sky and not subject to any constraints (i.e. safety, capacity). Inefficiencies due to a number of reasons: Availability of routes when needed (route network design, fragmentation of airspace, use of shared airspace); Flight planning and route utilisation; DEPARTURE GATE-to-GATE ANS-related Holding at the Gate (ATFM/ EDCT) Taxi-out En-route Flight Efficiency In last 100NM US/Europe comparison of ATM-related operational performance 18

19 Gate-to-gate: En route flight (2/5) DEPARTURE ANS-related Holding at the Gate (ATFM/ EDCT) Taxi-out GATE-to-GATE En-route Flight Efficiency In last 100NM Example Inefficient route in Europe US/Europe comparison of ATM-related operational performance 19

20 Gate-to-gate: En route flight (3/5) 2010 ORD-LGA DEPARTURE ANS-related Holding at the Gate (ATFM/ EDCT) Taxi-out GATE-to-GATE En-route Flight Efficiency In last 100NM # Flts Avg. Direct A-D Avg. A-G Avg. (A-D)/D (A-G)/G 11, % 1.6% US/Europe comparison of ATM-related operational performance 20

21 Gate-to-gate: En route flight (4/5) 2010 IAH-LGA DEPARTURE ANS-related Holding at the Gate (ATFM/ EDCT) Taxi-out GATE-to-GATE En-route Flight Efficiency In last 100NM Flight Plan Direct Route # Flts Avg. Direct A-D Avg. A-G Avg. (A-D)/D (A-G)/G % 7.3% US/Europe comparison of ATM-related operational performance 21

22 % of flights En route extension (%) Gate-to-gate: En route flight (5/5) 14% 2010 Horizontal en route flight flights to/from the main 34 airports within the respective region DEPARTURE ANS-related Holding at the Gate (ATFM/ EDCT) Taxi-out GATE-to-GATE En-route Flight Efficiency In last 100NM 12% TMA interface (D-G)/G 10% Direct route extension (A-D)/G 8% 6% 4% 2% 0% EUR US EUR US EUR US EUR US EUR US EUR US EUR US NM NM NM NM NM >1000 NM TOTAL Great circle distance between 40 NM at departure and 100NM at arrival airport (D40-A100) 40% 35% 30% 25% 20% 15% 10% 5% 0% Horizontal en route flight indicator used for comparison; Flight appears to be higher in the US; Work in progress to improve European analysis through improved surveillance data; US/Europe comparison of ATM-related operational performance

23 Gate-to-gate: Additional time in terminal area (1/3) Capture tactical arrival control measures (sequencing, flow integration, speed control, spacing, stretching, etc.), irrespective of local strategies. Standard Arrival Sequencing and Metering Area (ASMA) is defined as two consecutive rings with a radius of 40NM and 100NM around each airport. In Europe delay absorption at departure airport or around the arrival airport while in the US sequencing can span back to the departure airports (MIT) Feb 15th h01-23h59 DEPARTURE ANS-related Holding at the Gate (ATFM/ EDCT) Taxi-out GATE-to-GATE En-route Flight Efficiency In last 100NM 40 nm 100 nm US/Europe comparison of ATM-related operational performance 23

24 Gate-to-gate: Additional time in terminal area (2/3) Different strategies of managing arrival flows DEPARTURE ANS-related Holding at the Gate (ATFM/ EDCT) Taxi-out GATE-to-GATE En-route Flight Efficiency In last 100NM London Heathrow (LHR) Paris Charles de Gaulle (CDG) US/Europe comparison of ATM-related operational performance 24

25 New York (JFK) Philadelphia (PHL) Newark (EWR) Charlotte (CLT) Detroit (DTW) Chicago (ORD) New York (LGA) Washington (IAD) Atlanta (ATL) San Francisco Houston (IAH) Boston (BOS) Baltimore (BWI) Washington (DCA) Ft. Lauderdale Miami (MIA) Minneapolis (MSP) Phoenix (PHX) Memphis (MEM) Denver (DEN) minutes per arrival London (LHR) Frankfurt (FRA) Madrid (MAD) Vienna (VIE) Munich (MUC) Zurich (ZRH) London (LGW) Geneva (GVA) Rome (FCO) Nice (NCE) Athens (ATH) Paris (ORY) Hamburg (HAM) Dusseldorf (DUS) Barcelona (BCN) Prague (PRG) Paris (CDG) Milan (MXP) Lisbon (LIS) Brussels (BRU) minutes per arrival Gate-to-gate: Additional time in terminal area (3/3) Average additional time within the last 100NM miles (only the first 20 airports in 2010 are shown) Europe - 34 average (2.5 min.) DEPARTURE ANS-related Holding at the Gate (ATFM/ EDCT) 2010 Avg. [2008] 2008 Taxi-out Avg. [2010] GATE-to-GATE En-route Flight Efficiency In last 100NM US - 34 average (2.45 min.) 2010 Avg. [2008] 2008 Avg. [2010] Source: FAA/ PRC analysis Average only slightly higher in Europe; Mainly driven by London Heathrow (LHR) which is clearly an outlier (agreed scheduling criteria); US/Europe comparison of ATM-related operational performance 25

26 Total estimated benefit pool actionable by ANS DEPARTURE ANS-related Holding at the Gate (ATFM/ EDCT) Taxi-out GATE-to-GATE En-route Flight Efficiency In last 100NM Estimated benefit pool provides an overview of the inefficiencies actionable by ANS in the individual flight phases; Comparison done with sample aircraft and same distance; Europe appears to be higher mainly due to en route flight US/Europe comparison of ATM-related operational performance 26

27 Conclusions High value in global comparisons and benchmarking in order to optimise performance and identify best practice; Understand and learn from differences in scheduling policies, ATM operating strategies i.e. distribution of delay along trajectory and subsequent impact on fuel burn and capacity; The estimated in pool actionable by ANS and associated fuel burn appear to be similar in the US and Europe (estimated to be between 6-8% of the total fuel burn) but with notable differences in the distribution by phase of flight. Inefficiencies have a different impact (fuel burn, time) on airspace users, depending on the phase of flight (airborne vs. ground) and the level of predictability (strategic vs. tactical). Further work is needed Update of the study is in progress (publication after the summer) US/Europe comparison of ATM-related operational performance 27

28 US/Europe comparison of ATM-related operational performance 28

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