ATM Global Environment Efficiency Goals for 2050 civil air navigation services organisation
ATM Global Environment Efficiency Goals for 2050
civil air navigation services organisation
Contents
1_ Overview_p3
2_ Key Conclusions_p3
3_ Acknowledgements_p4
4_ Aspirational Goals for ATM efficiency improvement_p4
5_ Interdependencies_p4
6_ Baseline Efficiency_p8
6.1_Overview_p86.2_Breakdownandtotalinefficiencies_p86.3_ComparisonwithIPCCestimates_p9
7_ Summary of efficiency improvement measures_p9
7.1_Europe–FlightEfficiencyPlan_p9
7.1.1_Description_p97.2_Europe-SESAR_p10 7.2.1_Description_p10 7.2.2_Objectivesforenvironmentalimpactreduction_p10 7.2.3_Implementation_p107.3_USA-NextGen_p11 7.3.1_Description_p11 7.3.2_Objectivesforenvironmentalimpactreduction_p11 7.3.3_SelectedimplementationactivitiesrelatingtoATM fuelefficiency_p117.4_Asia-Pacific-Aspire_p14 7.4.1_Description_p14 7.4.2_Objectivesforenvironmentalimpactreduction_p14 7.4.3_AirservicesAustraliaselectedactivitiesrelatingto ATMfuelefficiency_p147.5_ComparisonwiththeCANSOgoals_p148_ Glossary_p159_ References_p15Appendix 1: Call for additional information_p15
©CANSO2012
Thispaperisforinformationpurposesonly.Whileeveryefforthasbeenmadetoensurethequalityandaccuracyofinformationinthispublication,itismadeavailablewithoutanywarrantyofanykind.
www.canso.org
1Overview
CANSOrecognisesthatitisimportantthattheairtrafficmanagementindustryhascleargoalstohelpdriveachievementandtomonitorprogress.AspartofCANSO’sImagine2010Programme,theCANSOGlobalEnvironmentWorkgroupisfocussedonthedevelopmentofmetricsandtargetsforenvironmentalimpactreductionfromAirTrafficManagement(ATM)tobedeliveredby2010.ThisworkhasnowbeenfurtheracceleratedtoassisttheICAOGIACCwithitsworkprogramme.ThisCANSOReportwillbeincorporatedintotheworkoftheaviationcrossindustrygroupformedtodevelopaspirationalgoalsforthereductionofglobalaviationCO2emissionstoprovidetotheICAOGIACC.
ATM’scontributiontoreducingclimatechangecanbestbeachievedbyincreasingfuelefficiencyforaircraftusingtheATMsystem.ThisReportpresentsCANSO’saspirationalgoalsforfuelefficiencyimprovementbasedonareviewofglobalinformation.IthasbeendevelopedbytheCANSOEnvironmentWorkgroupwithinputfromATMefficiencyexpertsaroundtheglobe.ThescopeofthereportislimitedtofuelefficiencyandthereforetheoptimisationofCO2emissions.Itaddressesotherissuesonlyasinterdependenciesandhowtheymayaffectfuelefficiency.
ThefiguresproducedinthisReportarebestestimatesgiventhedataavailableatthecurrenttime.CANSOintendstocontinuetodeveloptheworkfurthertoimproveglobalcoveragebysupplementingitwithinformationfromotherANSPsandStateswhenavailable.AccompanyingthispaperisatemplateforANSPsandStatestoprovidetheinformationnecessaryforCANSOtofurtherrefinethebaselineATMefficiencyestimate.
ATM Global EnvironmentEfficiency Goals for 2050
2Key Conclusions
TheresultsofthisReportleadtothefollowingconclusions:
– TheGlobalATMsystemisalreadybetween92%and94%fuelefficient;
– 100%ATMfuelefficiencyisnotachievableassomeinefficiencyisunrecoverableduetonecessaryoperatingconstraintsandinterdependencies,suchasSafety,Capacity,Weather,Noiseandfragmentationoftheairspace
– CANSOhasestimatedtheinterdependenciesrelatetohalfthetotalinefficienciesinthesystem
– TheCANSOgoalaimstorecoveralltheremaininginefficiencynotsubjecttointerdependenciesby2050,resultinginaglobalATMsystemthatwillbebetween95%and98%efficient.
– TheCANSOgoalrepresentssavingsof79milliontonsofCO2peryearby2050relativeto2005.
– Furtherefficiencyimprovementmaybepossiblebyreducingtheinterdependencies.
– ATMefficiencywilldecreasesignificantlywithincreasedcongestionbroughtaboutbytrafficgrowthunlessthereisacorrespondingincreaseinairportandairspacecapacity.TheCANSOgoalhasbeensetirrespectiveofanyincreaseincongestionandthereforetheeffectiveefficiencyimprovementsaremuchgreater.
– TheassessmentofcurrentATMefficiencyisconsistentwiththatpresentedbytheIPCCin1999.
– ATMefficiencyimprovementsmaybeachievedbyintroducingarangeofinitiatives.SomeofthesecanbedirectlyintroducedbyANSPs,suchasnewoperatingprocedures.However,manyrelyonotherparticipantsintheaviation
2_3ATM Global EnvironmentEfficiency Goals for 2050
3Acknowledgements
CANSOwouldliketoacknowledgetheeffortsoftheindividualsbelowincontributingtothisreport.DaveKnorrfromtheFAA,TomReynoldsfromCambridgeUniversity,StefanoMancinifromEurocontrolandthemembersoftheCANSOEnvironmentWorkgroup.
4Aspirational Goals for
ATM efficiency improvement
CANSOhasdeterminedthecurrentefficiencyoftheglobalATMsystembyconsolidatingregionalATMefficiencystudiesfromAustralia,EuropeandtheUSAusingthemethodologydescribedbelow.ThisshowsthattheATMsystemisalreadybetween92%and94%efficient.
system,suchasinstitutionalchangetoreduceairspacefragmentation;
– ATMefficiencyhasalreadyimprovedsince1999andplansareinplacetomoderniseregionalATMsystemsthatwillbringaboutfurtherefficiencyimprovementstoachievetheCANSOgoals.Workneedstoprogresstoidentifywaystoreducetheeffectofinterdependenciesonfuelefficiency.
Year Global ATM efficiency
Baseline 2005 Between 92% & 94%
Goal 1 2012 Between 92% & 95%
Goal 2 2020 Between 93% & 95%
Goal 3 2050 Between 95% & 98%
InthecontextofthisReport,100%efficiencyrepresentsaircraftflyingpointtopointviatheoptimumtrajectorysuchasthegreatcirclegroundtrackrouteatthemostfuelefficientaltitudeandspeed.Thereforeaflightthatuses2%morefuelthantheoptimumtrajectoryisconsidered98%efficient.Inpractice100%efficiencyisnotpossibleforanumberofreasonssuchassafety,(i.e.theneedtokeepaircraftseparatedbyacertaindistanceortime),weather,capacity,andnoise,allofwhichcanbeconsideredasinterdependenciesandareexplainedinsection5.However,efficiencyimprovementsarepossiblebymovingtowardsfueloptimalflightprocedureswithintheboundsofthecurrentinterdependencies.Improvementsarealsopossiblebyreducingtheeffectoftheinterdependenciessuchasincreasingcapacityandreducingnoiserestrictionsetc.
100%ATMefficiencyisnotreachableassomeefficiencyisreservedfortheinterdependenciessuchasSafety,Capacity,WeatherandNoise
TheamountofinefficiencyrelatedtotheinterdependencieshasbeenestimatedathalfofthetotalinefficiencyandCANSOhassettheATMindustrytheaspirationalgoalofrecoveringalloftheremainingrecoverableinefficiencyby2050,resultinginaGlobalATMsystemwhichisbetween95%and98%efficientatthattime.
Table1:CANSOATMEfficiencyAspirationalGoals
5Interdependencies
A100%efficientATMsystemwouldenableaircrafttoflypointtopointusingthefueloptimumroutebetweenairportsatalltimes.Inefficienciesareintroducedintothesystemwhenlessthanoptimalroutesareflownandthereareanumberofreasonswhythismaybethecase.Someoftheinefficiencymayberecoveredbychangingpractices,butsomewillremaintoenabletheATMsystemtocopewithanumberofinterdependencies,suchas:
ATM Global EnvironmentEfficiency Goals for 2050
Figure1:CANSOGoalsforATMEfficiencyATMefficiencyimprovementsmaybeachievedbyintroducingarangeofinitiatives.Fuelefficiency
improvementmeasuresthatareplannedaredescribedinsection7.Intermediategoalsfor2012and2020havebeendeterminedtakingintoaccounttheplannedtimeframesfortheimplementationoftheseinitiatives.
ItshouldbenotedthatcongestionplaysalargepartintheefficiencyoftheATMsystem.ATMefficiencywilldecreasesignificantlywithincreasedcongestionbroughtaboutbyforecasttrafficgrowthunlessthereisacorrespondingincreaseinairportandairspacecapacity.
Figure2:EffectofincreasedcongestiononATMfuelefficiency(conceptualonly)Short-termimprovementsinefficiencyto2012areexpectedtobeoffsetbythegrowthin
congestioncausedbytheprojectedincreaseinaircraftmovements.IftheindustrywastocontinuewiththeexistingoperationalenvironmentthenthecurrentlevelofglobalATMefficiencywilldecreaseasadditionaltrafficincreasescongestion.TheCANSOaspirationalgoalsaimtoachievethestatedATMefficiencyimprovementsdespitecurrentgrowthforecasts;theoverallimprovementsinefficiencyarethereforemuchgreaterasillustratedinFigure2.Further,theseimprovementscomeontopofefficiencyinitiativesalreadyimplementedintheATMsystempriorto2005.Assumingthatnootheraviationfuelefficienciesareachieved,theCANSOgoalsrepresenta4%increaseinATMfuelefficiencyto2050whilstairtrafficquadruplesdeliveringsavingsof79milliontonsofCO2peryear.
4_5
– Safety-aircraftwilldeviatefromtheoptimumrouteinordertoensureadequateseparationbetweenotheraircraftnearby.
– Weather-toensuresafeandsmoothflight,adverseweathersystemsmayneedtobeavoided.
– Capacity-toaccommodatecapacitylimitationseitherattheairportorwithinairspace,aircraftmayberequiredtoholdpriortoarrival,orwaitonthegroundpriortodeparture.ATMhasinfluenceovertheoptimisationofavailablecivilairspacecapacity,whereasithasnocontroloverairportcapacitybutisabletoinfluencehowitisaccommodated.Whentrafficdemandapproachesavailablecapacity,congestionincreasesreducingefficiencyasdiscussedabove.
– Noise-toreducenoiseimpactontheground,aircraftoperationsaroundtheairfieldaresubjecttonoiseabatementproceduresthatmayreducenoisebutmaycausetheaircrafttoflyalessefficientrouteoracceptsub-optimalaltitudes.
– AirlinePractices–flightplanningsystemsneedtohavetheflexibilitytobenefitfrommoreoptimalroutesthatmaybeavailable.
– Military-civilaircraftgenerallymustroutearoundmilitaryairspacezonesandothertypesofrestrictedairspaceincreasingfuelburn.ANSPscanactivelyseekcooperationfromthemilitarytoimplementandoptimisetheFlexibleUseofAirspace.
– Institutional-aircraftmaytakelessthanoptimalroutesduetofragmentedairspace.Differentregions/countriesmayhavedifferentoperatingprocedures,chargingmechanismsandrequirespecifichand-overprotocolsthatmayleadtolessthanoptimumfuel-efficientrouting.Thesemayberesolvedbypoliticalwill.
Asaresultoftheseinterdependencies,illustratedconceptuallyinFigure3(seepage7),itisnotpossibletoreach100%efficiency.EfficiencygainsmaybeachievedbyimprovingroutingsandATMpractices,butalsobyreducingtheeffectofinterdependenciesillustratedinFigure4(seepage7).
SomeoftheinterdependenciescanbedirectlyinfluencedbyANSPs,suchasnewoperatingprocedures.However,manyrelyonotherparticipantsintheaviationsystem,suchasairports,airlines,regulatorsandgovernmentstoreducefragmentationoftheairspaceforexample.
Changingtheinterdependenciesmaydeliverastepchangeintherecoverableefficiency,asillustratedinFigure4.OnesuchexampleisReducedVerticalSeparationMinima,RVSM.Priorto2002,aircraftflewinaltitudebandsseparatedby2000ftintervals.Becauseaircrafthaveanoptimalcruisealtitudethatminimisesfuelburn,the2000ftaltitudebandsmeantthatitwasnotalwayspossibletoflythemostoptimumroute.RVSMreducesthealtitudebandsto1000feetwithoutcompromisingsafety(asaresultofamoremodernaircraftfleetandnavigationalaids)andallowaircrafttoflyclosertotheiroptimalaltitudes.RVSMalonehasbeenestimatedtohaveimprovedfuelefficiencyby1.8%(Reference1,page15).
Inaddition,ithasincreasedairspacecapacityandreducescongestion,deliveringafurtherefficiencybenefit.
RVSMisanexamplewhereboththeSafetyandCapacityinterdependencyeffectwasreducedincreasingthepoolofrecoverableefficiency.WhilsttechniquessuchasRVSMreducetheinterdependencyitcannotbereducedtozero.
Anotherexampleisnoiserestrictions.Aircraftoperatingaroundairportsaregenerallysubjecttospecifiedroutingsdesignedtolimitnoiseexposureonthegroundwhichmayrequireaircrafttoflylongerthanoptimumroutes,reducingefficiency.Quieteraircraftreducesthenoiseinterdependency,whichcouldfreeupefficiencythatcouldberecoveredbyflyingmoredirectroutes.Aconsequenceofthiswillbeanincreaseinnoiseexposure.
6_7
Figure4:InterdependenciesandRecoverableEfficiency
Figure3:ATMefficiencycategorisation
Table2:ATMsystemefficiency
baseline2005
ATM Global EnvironmentEfficiency Goals for 2050
6Baseline Efficiency
6.1_Overview
InMay2008,theCANSOGlobalEnvironmentWorkgroupinitiatedaReporttoconsolidateregionalworkonATM’sinfluenceonAviation’sCO2emissions.TheobjectivesoftheReportwereto:
1. IdentifyATM’sglobalinfluenceonaviationCO2inrelationtotheIPCC’sestimated6to12%;
2. Identifythevaryingregionalcontributions:NorthAmerica,Europe,AsiaPacific,Africaetc.;
3. Identifytheefficiencygainspossiblethroughdesign,operationandefficiencyimprovements.
AdraftbaselinewascalculatedinAugust2008(Reference2,page15)andhassincebeensignificantlyupdatedforthispaper.Toestablishthebaseline,CANSOlookedatavailableATMefficiencystudiesfromAirservicesAustralia(Reference3,page15),EUROCONTROL(Reference4,page15)andtheFAA(Reference5,page15)fortheirrespectiveregionsduring2007.Allstudieswerebasedonfuelburnandestimatedtheamountoffuelburntinexcessofthatrequiredtoflythemostoptimumpointtopointgreatcircleroute.DatawasconsolidatedfromindividualstudiesandconvertedintoequivalentCO2emissionsforcomparison.RegionalemissionswerethencomparedtooverallaviationCO2andaglobalfigureforaviationof492MtCO2for2004determinedfromtheSAGEinventories(Reference6,page15).TheSAGEdatawasusedtodeterminetheglobalaviationpercentageforthethreeregions.Thethreestudiesrepresentatotalof66%ofglobalcivilaviation.
TheestimatedefficiencyoftheATMsystemisshowninTable2(seepage7),showingthatin2005theglobalATMefficiencywasbetween92%
and94%.Efficienciesfromtheindividualstudieswerenormalisedaccordingtothepercentageofglobalaviationintheregionandsummedtoprovideaglobalassessment.
ItshouldbenotedthattheEUROCONTROLReportincludesallflightspassingthroughCFMUcontrolwhereastheFAAdataisbasedondomesticscheduledaircraftoperationsonly,representingnearly90%ofallUSoperations.TheAustralianReportcoversallcommercialaviation.Whilstthesedatasetsutilisedifferentmethodologies,thereisnooverlapbetweenthemandthereforenodoublecounting.TheAustralianReporthasshownhigherATMefficiency,whichreflectstherelativelyuncongestedairspaceinthatregion.
Thestudiesreferredtorepresent66%ofglobalaviationandinordertocalculateaglobalefficiency,CANSOhasestimatedtheATMefficiencyoftherestoftheworldtobebetween94%and96%.ThisestimateisbasedonareviewofthethreeregionsandthefactthatthisairspaceisrelativelyuncongestedlikeAustraliabutwithoutsimilarinfrastructureandproceduresforincreasedflightefficiency.Furtherimprovementofthebaselinewillbepossiblebyconsolidatingadditionalstudiesfromotherpartsoftheworld.
OfparticularimportanceareChina,Canada,Brazil,Mexico,Japan,andIndia,whichwillsignificantlyreducetheinfluenceoftherestoftheworldestimate.
6.2_Breakdownoftotalinefficiencies
Toexplainthebaselineefficiencyfurther,theassessmentwassplitintodifferentflightphasestoshowwherethetotalinefficiencieslie.Forthethreeregionalstudiesonly,Table4(seepage12)showstheairborneandgroundbasedtotalinefficiencies.Groundbaseddelaycoversinefficienciesingroundmovementssuchasholdingattherunwaythresholdorinefficienttaxiprocedures.
Eachofthethreestudiesfurtherpartitionedtheairborneinefficienciesinto
– Horizontal-coveringenrouteinefficiencies;
Thisisacleartradeoffbetweenreducingnoiseimpactandreducingclimatechangeimpact.
CANSOstronglysupportsthecontinuedanalysisperformedbyANSPstobetterquantifytherecoverableinefficienciesrelatedtothecomplexinteractionsbetweenfuelefficiencyandsafety,weather,capacityandnoiseetc.
ATM Global EnvironmentEfficiency Goals for 2050
– Vertical-coveringtheinefficienciesofclimbingoutofanddescendingintoairportsand
– Terminalarea-coveringtheinefficienciesintheterminalmanoeuvringareasuchasdelaycausedbyholding;
Thisshowedthatwhilstasignificantproportionoftheinefficiencyisintheenroutephase,theterminalareaisjustasimportant.However,theairborneinefficienciesareallintricatelylinkedandtheoptimumflightprofileshouldbeconsideredacrossalltheairborneelementsratherthananyindividualelementinisolation.
Terminalareainefficiencyandgroundbaseddelayarelargelyinfluencedbyairportcapacity.ATM’sinfluenceovertheseinefficienciesislimitedtomanagingwherethedelayistakenintheflight,forexampleslowingaircraftenroutesothatthedelayistakenatahigheraltitudewherefuelburnratesarelower.Emissionscanalsobereducedbyholdingaircraftontheground.
6.3_ComparisonwithIPCCestimates
Inits1999Report(Reference7,page15),theIPCCestimatedthatforthecurrent(1998-1999),worldwideaircraftfleetoperations,improvementstotheATMsystemalonecouldreducefuelburnpertripby6-12%providedthenecessaryinstitutionalandregulatoryarrangementshavebeenputinplace.Thatis,theestimateassumesmodernisationoftheAirTrafficSystemandnoinfrastructureconstraints.Withaviationrepresentingapproximately2-3%ofglobalCO2emissions,thissuggeststhatATMhasaninfluenceovernomorethan0.3%ofglobalemissions.
TheCANSObenchmarkfor2005indicatesthatthetotalinefficiencyintheGlobalATMsystemisbetween6%and8%aftertheinterdependencieshavebeentakenintoaccount.ThisisconsistentwiththeIPCCfigureasshowninFigure7(seepage12).
8_9
TheCANSObenchmarkfor2005,representsanupdatetotheIPCC1999figurewhichtakesintoaccountimprovedATMfuelefficiencystudiesandATMefficiencyimprovementsintheinterveningperiod,suchasRVSM,whichamountsto4%.OftheremaininginefficiencyhalfisrelatedtotheinterdependenciesandtheCANSOgoalsaimtorecoveralloftheremaininginefficiency.
TheCANSOworkpresentedinthispaperisthereforeconsistentwiththeIPCC1999estimate.
7 Summary of efficiency improvement measures
Thissectionbrieflydescribesfuelefficiencyimprovementinitiatives.Ineachregionwehaveidentifiedaroughtimeframeforimplementationandusedthisinformationtophasetheglobalgoalsforefficiencyimprovement.Independentlyfromtheseprogrammes,individualANSPsareimplementingmanyefficiencyimprovementsatanationallevel.
7.1_Europe–FlightEfficiencyPlan7.1.1_Description
TheFlightEfficiencyPlan(Reference8,page15)isajointinitiativelaunchedbyEurocontrol,IATAandCANSOinSeptember2008todriveimmediateefficiencyimprovements.ThefiveactionpointsoftheFlightEfficiencyPlanare:
1. EnhancingEuropeanen-routeairspacedesignthroughannualimprovementsofEuropeanATSroutenetwork,highprioritybeinggivento:
– Implementationofacoherentpackageofannualimprovementsandofshorterroutes;
– Improvingefficiencyforthemostpenalisedcitypairs;
– ImplementationofadditionalConditionalRoutesformaintrafficflows;
– Supportinginitialimplementationoffreerouteairspace.
2. Improvingairspaceutilisationandroutenetworkavailabilitythrough:
– Activelysupportandinvolveaircraftoperatorsandthecomputerflightplanserviceprovidersinflightplanqualityimprovements;
– Graduallyapplyingrouteavailabilityrestrictionsonlywhereandwhenrequired;
– Improvingtheutilisationofcivil/militaryairspacestructures.
3. EfficientTMAsdesignandutilisation,through:
– Implementingadvancednavigationcapabilities
– ImplementingContinuousDescentApproaches(CDAs),improvedarrival/departureroutes,optimiseddepartureprofiles,etc
4. Optimisingairportoperations,through:– ImplementationofAirport
CollaborativeDecisionMaking5. Improvingawarenessonperformance.Theimplementationoftheimprovements
isexpectedtobringbenefitsofapproximately1.5MtCO2peryear,whichequatestojustover1%improvementoverthe2005baselineforEurope.TheFlightEfficiencyPlanindicatesthatthegreatestbenefitisinimprovedairspaceutilisation,intheterminalarea/airportoperationsandgoesontosaythatATMonitsowncanachievelittle.
7.2_Europe-SESAR
7.2.1_Description
TheSingleEuropeanSkyAirTrafficManagementResearch,SESAR,istheEuropeanUnion’s€30billionairtrafficmanagementmodernisationprogramme.
TheproposedSESARVisionistoachieveaperformancebasedEuropeanATMSystem,builtinpartnership,tobestsupporttheeverincreasingsocietalandStates’,includingmilitary,expectationsforairtransportwithrespecttothegrowingmobilityofbothcitizensandgoodsandallotheraviationactivities,inasafe,secure,environmentallysustainableandcost-effectivemanner.
Itcombinestechnological,economicandregulatoryaspectsandwillusetheSingleEuropeanSky(SES)legislationtosynchronisetheplansandactionsofthedifferentstakeholdersandbringtogetherresourcesforthedevelopmentandimplementationoftherequiredimprovementsthroughoutEurope,inbothairborneandgroundsystems.
7.2.2_Objectivesforenvironmentalimpactreduction
TheobjectivesaretoachieveafutureEuropeanATMSystemfor2020andbeyond,whichcan,relativetotoday’sperformance:
– Enablea3-foldincreaseincapacitywhichwillalsoreducedelays,bothonthegroundandintheair;
– Improvethesafetyperformancebyafactorof10;
– Enablea10%reductionintheeffectsflightshaveontheenvironmentand,
– ProvideATMservicesatacosttotheairspaceuserswhichisatleast50%less.
7.2.3_Implementation
ATMperformancecoversaverybroadspectrumofaspects,whicharerepresentedthroughelevenKeyPerformanceAreas(KPAs).
OneKPAisEnvironmentEfficiencywhichwilldeliveritsmaximumcontributiontotheenvironment.Asafirststeptowardsthepoliticalobjectivetoenablea10%reductionintheeffectsflightshaveontheenvironment:
– Achievetheimplicitemissionimprovementsthroughthereductionofgate-to-gateexcessfuelconsumptionaddressedintheKPAEfficiency.HowevernospecificseparatetargetcouldbedefinedatthisstagefortheATMcontributiontoatmosphericemissionreductions.
– Minimisenoiseemissionsandtheirimpactsforeachflighttothegreatestextentpossible.
ATM Global EnvironmentEfficiency Goals for 2050
– Minimiseotheradverseatmosphericeffectstothegreatestextentpossible.Suitableindicatorsareyettobedeveloped.
– TheaimisthatallproposedenvironmentallyrelatedATMconstraintswouldbesubjecttoatransparentassessmentwithanenvironmentandsocio-economicscope;and,followingthisassessmentthebestalternativesolutionsfromaEuropeanSustainabilityperspectiveareseentobeadopted.
– LocalenvironmentalrulesaffectingATMaretobe100%respected(e.g.aircrafttyperestrictions,nightmovementbans,noiseroutesandnoisequotas,etc.).Exceptionsareonlyallowedforsafetyorsecurityreasons.
MoreinformationaboutSESARcanbefoundathttp://www.sesar-consortium.aero/
7.3_USA-NextGen
7.3.1_Description
NextGenisawiderangingtransformationoftheentireUSairtrafficmanagementsystem.Itwillreplaceground-basedtechnologieswithnewandmoredynamicsatellitebasedtechnology.ItisacollaborativeeffortbetweentheFAAandpartnersfromtheairports,airlines,manufacturers,governmentagencies,state,localandforeigngovernments,universitiesandassociations.
7.3.2_Objectivesforenvironmentalimpactreduction
Establishthemostcost-effectiveapproachtoreducingsignificantimpactofaviationnoiseandemissionsinabsolutetermswhileenablingthefutureairtrafficsystemtohandlegrowthindemand.
Performancetargets,asdocumentedintheFAAFlightPlaninclude:
– Reducethenumberofpeopleexposedtosignificantnoiseby4%eachyear
10_11
throughFY2011,asmeasuredbyathree-yearmovingaverage,fromthethree-yearaveragefromcalendaryears2000-2002.
– Improveaviationfuelefficiencyperrevenueplane-mileby1%eachyearthroughFY2011,asmeasuredbyathree-yearmovingaverage,fromthethree-yearaveragefromcalendaryears2000-2002.
ForNextGenby2015:– Reducesignificantaviationnoise,
andlocalairqualityemissionsinabsolutetermsinacost-effectivewaythroughacombinationofnewvehicletechnologies,cleanerandquietoperations,betterlanduseandalternativefuels.
– Limitorreducetheimpactofaviationgreenhousegasemissionsonclimatechange.
– Documenteffectsofparticulatematterandglobalclimateimpactsunderstoodtolevelsthatallowappropriatemetricsandaction.
– Determineandmitigatesignificantwaterqualityimpacts.
7.3.3_SelectedimplementationactivitiesrelatingtoATMfuelefficiency
Seefigure8onpage13.Furtherdetailsoftheseinitiativesareavailableat
http://www.faa.gov/about/office_org/headquarters_offices/ato/publications/nextgenplan/
June 2010
Table4:ATMsystemtotalinefficiency
2007forEurope,USAandAustralia
Figure6:IPCCestimationof
AviationCO2influence
Figure7:Comparisonwith
IPCC1999estimate
ATM Global EnvironmentEfficiency Goals for 2050
12_13
Figure8
Figure9
– aprioritydeparturerouteoutofLosAngelesandunimpededclimbthroughtocruisealtitude;
– allowingittoreachitsoptimumcruisealtitudeasquicklyandefficientlyaspossible;
– auserpreferredrouteforthemostefficientpathtakingintoaccountwindsandaircraftweight;
– realtimeupdatesofcurrentweatherandwindconditionsthatallowtheflightcrewtomodifytheirflightpath;
– atailoredarrivalprocedureWithapproximately156flightsperweek
betweenAustralia,NewZealandandUnitedStatesandCanada,thepotentialannualsavingsofinitiativessuchastheASPIREProgrammeareinexcessof100,000tonnesofCO2emissions.MoreresearchisneededtodetermineiftheASPIREdemonstrationscanberealisedinmorecongestedregionsofairspace.
7.4.3_AirservicesAustraliaselectedactivitiesrelatingtoATMfuelefficiency
Seefigure9onpage13.
7.5_ComparisonwiththeCANSOgoals
ThetwomodernisationprogrammesSESARandNextGendescribedabovehavedevelopedaninitialsetofenvironmentaltargets.SESARhassetatargetofa10%reductioninenvironmentalimpactby2025relativeto2006.NextGenhasindicateda12%reductioninenvironmentalimpactby2025maybepossible.
ItshouldbenotedthattheenvironmentalgoalsofSESARandNextGenarenotdirectlycomparabletotheCANSOgoalspresentedinthispaperbecause:
– TheyrefertoenvironmentalimpactreductionandincludenoiseandairqualityimpactreductionsintheirgoalswhereasCANSOreferstoCO2efficiencyonly.
– ThemeasurestoreduceimpactincludeATMefficiencyimprovementsbutalsoairportcapacityincreasesandairframeimprovements.TheCANSOgoalstakeintoaccountATMimprovementsonly.
– ThegoalsareregionalcoveringEuropeandtheUSonly.TheCANSOgoalsareglobal.
7.4_Asia-Pacific-Aspire
7.4.1_Description
AsiaandSouthPacificInitiativetoReduceEmissions(ASPIRE)isapartnershipbetweentheFAA,AirservicesAustraliaandAirwaysNewZealand.TheASPIREAgreementwassignedonthe18February2008withongoingcollaborationleadingtothefirstASPIREflighttakingplaceinSeptember2008.
7.4.2_Objectivesforenvironmentalimpactreduction
Theaimistoworkcloselywithgovernments,airlinesandotherairnavigationserviceprovidersintheregionto:
– Acceleratethedevelopmentandimplementationofoperationalprocedurestoreducetheenvironmentalfootprintforallphasesofflightonanoperationbyoperationbasis,fromgatetogate;
– Facilitateworldwideinteroperabilityofenvironmentallyfriendlyproceduresandstandards;
– Capitaliseonexistingtechnologyandbestpractices;
– Developsharedperformancemetricstomeasureimprovementsintheenvironmentalperformanceoftheairtransportsystem;and
– Provideasystematicapproachtoensureappropriatemitigationactionswithshort,medium-andlong-termresults.
ASPIREpartnershavecommittedtomoveforwardtofosterimplementationoftheprogramalongkeyAsianandSouthPacificroutes.ASPIREbelievesaggressiveactiontomakerealnewconceptsofoperationandtakeadvantageofinnovationsinaircraftandairtrafficmanagementtechnologyarecrucialifaviationistoexerciseitsproperstewardshipoftheenvironment.
AseriesofflightshavetakenplacefromNewZealandandAustraliatoLosAngelesandSanFranciscousingfuelefficientprocedureswhichhavedemonstratedsavingsofmanytonsofCO2emissions.
TheseflightshavemadeuseoffuelefficientATMproceduressuchas
– priorityclearancefromairtrafficcontrolfortaxiinganddeparture;
Incontrast,theCANSOgoalsareglobal,limitedtoclimatechangeimpact(fuelefficiency)andtoATMefficiencyimprovementinitiativesandarethereforelowerthanthestatedgoalsoftheseprogrammes.
8Glossary
ANSP AirNavigationServiceProviderATM AirTrafficManagementCDA ContinuousDescentonApproach Anarrivalsprocedurethatreducesnoise andemissionsGIACC GrouponInternationalAviationand ClimateChange.Ahighlevelgroup formedbyICAOin2007toaccelerateits activitiesonCO2emissionsreduction.ICAO InternationalCivilAviationOrganisationIPCC IntergovernmentalPanelonClimate ChangeKPA KeyPerformanceArea,MtCO2 MilliontonsofCO2emissions.RVSM ReducedVerticalSeparationMinimaSAGE SystemforAssessingGlobalEmissionsTMA TerminalManoeuvringArea
9References
1. Assessmentoftheimpactofreducedverticalseparationonaircraft-relatedfuelburnandemissionsforthedomesticUnitedStates.AndrewMalwitz,TimothyYoder,SathyaBalasubramanian,GreggFleming,IanWaitz–November2007,report#PARTNER-COE-2007-002.
2. CO2GlobalBenchmarkReportdraft.CANSOEnvironmentWorkgroup,August2008.
3. PreliminaryEstimateofImprovementstoATMEfficiency.PaperpreparedfortheCANSOEnvironmentWorkgroup,RobertPorteousAirservicesAustralia,May2008.
4. PerformanceReviewReport2007.EUROCONTROL,availablefromwww.eurocontrol.int
5. EstimationofNASefficiency–workingdraftdated22-Sep-2008,presentationfromFAA.
6. SAGE,GlobalAviationEmissionsInventoriesfor2000through2004,publishedSeptember2005–Table11.
7. AviationandtheGlobalAtmosphere,IPCC1999,J.H.EllisN.R.P.Harris,D.H.Lister,J.E.Penner.
8. FlightEfficiencyPlan–fuelandemissionssavings,CANSO,IATAandEurocontrol,publishedAugust2008availablefromhttp://www.canso.org/NR/exeres/1917578A-E00A-45C8-B909-A06B46176121.htm
Appendix 1: Call for additional information
CANSOintendstorefinetheglobalefficiencyestimatesandgoalspresentedinthispaperbyincludingATMefficiencystudiesfromadditionalANSPsandStates.Thiswillreducetheeffectoftheassumptionsmadeinthepaperandprovideamorerobustassessment.BelowisalistofinformationthatANSPsneedtoprovideinordertoinputintothisprocess.FurtherguidanceisavailablebycontactingCANSO.
1. AnassessmentofATMefficiencyintheANSP’scontrolledairspace.
– Ideallythisshallbebasedonfuelburntobeconsistentwithotherinputsbutestimatesbasedontrackextensioncouldbeaccommodated.
– Similarlytheassessmentshouldbeforthe2005baselineoradifferentyearwithaprojectionofanysignificantchangeinefficiencyto2005.
– AnunderstandingofthescopeoftheReport,forexampleifitcoversdomesticaviationonly.
– TofacilitateanoverallassessmenttheefficiencyReportshouldbebrokenintotheelementsshowninsection6.2.
2. EstimateofCO2emissionsfromcivilaviationintheANSP’scontrolledairspace.ForcountriesidentifiedintheSAGE(6)reportthisinformationcanbeusedtobeconsistentwithotherinputs.
3. Atableofefficiencyimprovementinitiativesandwhentheyareexpectedtooccur,similartothoseshowninsection5ofthisreport.
4. Anycaveatsorrestrictionsovertheuseandpresentationofthedata.
14_15ATM Global EnvironmentEfficiency Goals for 2050
Full Members - 78—— Aeronautical—Radio—of—Thailand—(AEROTHAI)—— Aeroportos—de—Moçambique—— Air—Navigation—and—Weather—Services,——
CAA—(ANWS)—— Air—Navigation—Services—of—the—Czech—Republic—
(ANS—Czech—Republic)—— Air—Traffic—&—Navigation—Services—(ATNS)—— Airports—and—Aviation—Services—Limited—(AASL)—— Airports—Authority—of—India—(AAI)—— Airports—Fiji—Limited—— Airservices—Australia—— Airways—New—Zealand—— Angkasa—Pura—I—— Austro—Control—— Avinor—AS—— AZANS—Azerbaijan—— Belgocontrol—— Bulgarian—Air—Traffic—Services—Authority—
(BULATSA)—— CAA—Uganda—— Civil—Aviation—Authority—of—Bangladesh—(CAAB)—— Civil—Aviation—Authority—of—Botswana—— Civil—Aviation—Authority—of—Singapore—(CAAS)—— Civil—Aviation—Regulatory—Commission—(CARC)—— Department—of—Airspace—Control—(DECEA)—— Department—of—Civil—Aviation,—Republic—of—Cyprus—— DFS—Deutsche—Flugsicherung—GmbH—(DFS)—— Dirección—General—de—Control—de—Tránsito—Aéreo—
(DGCTA)—— DSNA—France—— Dutch—Caribbean—Air—Navigation—Service—Provider—
(DC-ANSP)—— ENANA-EP—ANGOLA—— ENAV—S.p.A:—Società—Nazionale—per—l’Assistenza—al—
Volo—— Entidad—Pública—Aeropuertos—Españoles—y—
Navegación—Aérea—(Aena)—— Estonian—Air—Navigation—Services—(EANS)—— Federal—Aviation—Administration—(FAA)—— Finavia—Corporation—— GCAA—United—Arab—Emirates—— General—Authority—of—Civil—Aviation—(GACA)—— Hellenic—Civil—Aviation—Authority—(HCAA)—— HungaroControl—Pte.—Ltd.—Co.—— Israel—Airports—Authority—(IAA)—— Iran—Airports—Co—— Irish—Aviation—Authority—(IAA)—— ISAVIA—Ltd—— Japan—Civil—Aviation—Bureau—(JCAB)—— Kazaeronavigatsia—— Kenya—Civil—Aviation—Authority—(KCAA)—— Latvijas—Gaisa—Satiksme—(LGS)—— Letové—prevádzkové—Služby—Slovenskej—
Republiky,—Štátny—Podnik
Lighter—areas—represent—airspace—covered—by—CANSO—Members
CANSO Members
Correct—as—of—11—April—2013.—For—the—most—up-to-date—list—and—organisation—profiles—go—to—www.canso.org/cansomembers
—— Luchtverkeersleiding—Nederland—(LVNL)—— Luxembourg—ANA—— Maldives—Airports—Company—Limited—(MACL)—— Malta—Air—Traffic—Services—(MATS)—— NATA—Albania—— National—Airports—Corporation—Ltd.—— National—Air—Navigation—Services—Company—
(NANSC)—— NATS—UK—— NAV—CANADA—— NAV—Portugal—— Naviair—— Nigerian—Airspace—Management—Agency—(NAMA)—— Office—de—l’Aviation—Civile—et—des—Aeroports—
(OACA)—— ORO—NAVIGACIJA,—Lithuania—— PNG—Air—Services—Limited—(PNGASL)—— Polish—Air—Navigation—Services—Agency—(PANSA)—— PIA—“Adem—Jashari”—-—Air—Control—J.S.C.—— PT—Angkasa—Pura—II—(Persero)—— ROMATSA—— Sakaeronavigatsia—Ltd—— S.E.—MoldATSA—— SENEAM—— Serbia—and—Montenegro—Air—Traffic—Services—
Agency—(SMATSA)—— Serco—— skyguide—— Slovenia—Control—— State—Airports—Authority—&—ANSP—(DHMI)—— State—ATM—Corporation—— Tanzania—Civil—Aviation—Authority—— The—LFV—Group—— Ukrainian—Air—Traffic—Service—Enterprise—
(UkSATSE)—— U.S.—DoD—Policy—Board—on—Federal—Aviation
Gold Associate Members - 14—— Abu—Dhabi—Airports—Company—— Airbus—ProSky—— Boeing—— BT—Plc—— FREQUENTIS—AG—— GE—Air—Traffic—Optimization—Services—— GroupEAD—Europe—S.L.—— ITT—Exelis—— Lockheed—Martin—— Metron—Aviation—— Raytheon—— SELEX—Sistemi—Integrati—S.p.A.—— Telephonics—Corporation,—ESD—— Thales—
Silver Associate Members - 62
—— Adacel—Inc.—— ARINC—— ATCA—–—Japan—— ATECH—Negócios—em—Tecnologia—S/A—— Aviation—Advocacy—Sarl—— Avibit—Data—Processing—GmbH—— Avitech—AG—— AZIMUT—JSC—— Barco—Orthogon—GmbH—— Booz—Allen—Hamilton,—Inc.—— Brüel—&—Kjaer—EMS—— Comsoft—GmbH—— CGH—Technologies,—Inc—— Abu—Dhabi—Department—of—Transport—— Dubai—Airports—— EADS—Cassidian—— EIZO—Technologies—GmbH—— European—Satellite—Services—Provider—(ESSP—SAS)—— Emirates—— Entry—Point—North—— Era—Corporation—— Etihad—Airways—— Guntermann—&—Drunck—GmbH—— Harris—Corporation—— Helios—— Honeywell—International—Inc.—/—Aerospace—— IDS—–—Ingegneria—Dei—Sistemi—S.p.A.—— Indra—Navia—AS—— Indra—Sistemas—— INECO—— Inmarsat—Global—Limited—— Integra—A/S—— Intelcan—Technosystems—Inc.—— International—Aeronavigation—Systems—(IANS)—— Iridium—Communications—Inc.—— Jeppesen—— JMA—Solutions—— LAIC—Aktiengesellschaft—— LEMZ—R&P—Corporation—— LFV—Aviation—Consulting—AB—— Micro—Nav—Ltd—— The—MITRE—Corporation—–—CAASD—— MovingDot—— New—Mexico—State—University—Physical—Science—Lab—— NLR—— Northrop—Grumman—— NTT—Data—Corporation—— Project—Boost——— Quintiq—— Rockwell—Collins,—Inc.—— Rohde—&—Schwarz—GmbH—&—Co.—KG—— RTCA,—Inc.—— Saab—AB—— Saab—Sensis—Corporation—— Saudi—Arabian—Airlines—— SENASA—— SITA—— STR-SpeechTech—Ltd.—— TASC,—Inc.—— Tetra—Tech—AMT—— Washington—Consulting—Group—— WIDE
CANSO—–—The—Civil—Air—Navigation—Services—Organisation—–—is—the—global—voice—of—the—companies—that—provide—air—traffic—control,—and—represents—the—interests—of—Air—Navigation—Services—Providers—worldwide.—
CANSO—members—are—responsible—for—supporting—over—85%—of—world—air—traffic,—and—through—our—Workgroups,—members—share—information—and—develop—new—policies,—with—the—ultimate—aim—of—improving—air—navigation—services—on—the—ground—and—in—the—air.—CANSO—also—represents—its—members’—views—in—major—regulatory—and—industry—forums,—including—at—ICAO,—where—we—have—official—Observer—status.—For—more—information—on—joining—CANSO,—visit—www.canso.org/joiningcanso.—