Potential Air Traffic Management CO 2 and Fuel Efficiency Performance Metrics for General ANSP Use
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civil air navigation services organisation Potential Air Traffic Management CO2 and Fuel Efficiency Performance Metrics for General ANSP Use
Published May 2013 Contents
1_ Introduction_p3
2_ CANSO’s Metrics and Methodologies
Subgroup_p3
3_ Strategic Value of Performance Metrics_p4
4_ Criteria Governing ANSP Metrics_p4
5_ Survey of Current Measures related to Fuel
Burn_p4
6_ ATM CO2 Specific Metrics_p5
7_ Issues Requiring Further Consideration_p7
© Copyright CANSO 2013
This paper is for information purposes only.
While every effort has been made to ensure the quality
and accuracy of information in this publication,
it is made available without any warranty of any kind.
www.canso.orgPotential Air Traffic Management CO2 and Fuel 2_3
Efficiency Performance Metrics for General ANSP Use
Potential Air Traffic Management CO2
and Fuel Efficiency Performance Metrics
for General ANSP Use
1 2
Introduction CANSO’s Metrics and Methodologies Subgroup
Air Navigation Service Providers (ANSPs) It was for these reasons that CANSO’s
are committed to delivering real environmental Environment Workgroup set up a ‘Metrics and
and fuel efficiency benefits in the global Air Traffic Methodologies’ (M&M) subgroup in 2008, and
Management (ATM) system throughout the world. began to analyse how best to measure ANSP fuel
CANSO has supported this effort by identifying burn and CO2 performance. The objectives of the
and promoting appropriate metrics to measure group were to address the following points:
ANSP performance. ANSPs can influence fuel
efficiency through improved airspace design, 1. Seek consensus on methodologies and
and by supporting more fuel efficient trajectories. metrics for measuring ATM influence on
This paper focuses on the value of a consistent aviation’s CO2 emissions
method to identify trajectory inefficiencies that can 2. Describe the total system ‘inefficiency’
be measured directly by ANSPs using trajectory- pool including:
based surveillance data which can identify excess a. Improvement opportunities by phase
distance flown and vertical flight inefficiency. The of flight (taxi out, climb, cruise, and
conversion to actual fuel burn figures requires descent)
further work and agreement with stakeholders b. Interdependencies that impact
including airlines and ICAO. ICAO’s Fuel Savings fuel efficiency including weather,
Estimation Tool (IFSET) and EUROCONTROL’s excess demand, safe separation,
Base of Aircraft Data (BADA) lookup tables may maximising capacity
be one mechanism for generating a consistent c. How new technologies and
conversion from trajectories to fuel for international procedures can reduce
comparisons. More detailed performance models interdependencies
like the FAA’s Aviation Environmental Design Tool d. Identifying the challenging but
(AEDT) and BADA 4 may be appropriate as they deliverable (near term) opportunity
mature. pool
3. Develop guidance on performance
CANSO recognises that the cross border measurement methodologies for ATM’s
nature of the ATM system makes it vital that any contribution to aviation CO2 emissions.
environmental performance metrics adopted are 4. Identify metrics that focus on ATM’s
internationally consistent. The adoption of ATM contribution by phase of flight.
CO2 performance metrics that are inconsistent 5. Identify long-term strategic opportunities
across States, Functional Airspace Blocks for improvement and aspirational goals
(FABs) or regions would lead to inconsistent for reducing ATM’s contribution to
implementation of environmental solutions. aviation CO2 emissions.
This paper describes the work of the M&M
subgroup and the consensus achieved across
the full Environment Workgroup in identifying
appropriate metrics to measure ANSP CO2 and fuel
burn performance; it is responsive to bullet points
1 through 4 above.3 4
Strategic Value of Performance Metrics Criteria Governing ANSP Metrics
Measuring ATM system performance is the To ensure that a metric appropriately
first step in identifying improvement opportunities. represents an ANSP’s performance, that metric
By collecting baseline data on improvement should conform to several criteria. The metric
pools by phase of flight, ANSPs can make should:
strategic decisions on where to focus resources —— Capture the right ANSP behaviours with
for improving efficiency and lowering fuel burn. sufficient fidelity to show improvements
As a second step at the strategic planning level, in fuel efficiency and CO2 reductions,
the initial measures focus on the size of the —— Accurately reflect fuel burn and CO2
problem, such as quantifying the potential range performance outcomes driven by ANSP
of efficiency improvements per phase of flight. A actions,
list of possible measures is created that could —— Not be unduly affected by factors
be applied to each phase of flight to improve outside the ANSP’s control, and
efficiency and lower fuel burn. —— Be transparent, measurable and
auditable.
Lastly, applying the measures in practice
5
by ANSPs is more challenging because of
Survey of Current Measures related to Fuel Burn
interdependencies with demand and weather that
may change from one time period to another. There are a number of metrics available to
depict the fuel burn and CO2 performance of the
aviation industry as a whole (or a proxy of it) such
as:
Metric Description
Excess Time Flown converted to fuel Measured by additional time versus an unimpeded time and
converted for various aircraft types. This method can apply
to the taxi phase or any flight phase as a first approximation.
Vertical Inefficiency Measured by level flight segments on departure or approach
as well as non-optimal cruise altitudes.
Excess Distance Flown Measured in Nautical Miles (NM) or kilometres, a potential
proxy for fuel burn and emissions in cruise and arrival
phases. (Note, excess distance and Vertical Inefficiency can
be combined.)
Excess Fuel on Oceanic Routes Measured as a modelled optimum versus actual fuel burn.
Requires sophisticated wind modelling.
Percentage achievement of Continuous A potential measure of flight in a relatively efficient mode.
Climb Operations (CCO) and Continuous
Descent Operations (CDO)
United Kingdom’s (UK) National Air Traffic Evaluates entire trajectory for distance (horizontal) and
Services (NATS) 3 Dimensional Inefficiency vertical based inefficiencies within UK airspace.
(3DI) ScorePotential Air Traffic Management CO2 and Fuel 4_5
Efficiency Performance Metrics for General ANSP Use
Measures of fuel efficiency outside the ANSP
community often use small samples of flights and —— Maintaining safe separation from other
use sophisticated fuel models driven by BADA or aircraft and airspace users,
data collected directly from the aircraft. In these —— Absorption of necessary delay when
measures additional data is needed outside the airborne demand exceeds capacity,
3D surveillance position reports including aircraft —— Noise abatement procedures in terminal
weight, thrust, Centre of Gravity (CG), wind, etc. manoeuvring areas (TMAs),
These models can assess fuel burn differences —— Existence of military and other use
driven by non-ANSP issues like load factors, airspace,
ferrying fuel, fleet mix, and airline specific flying —— Weather, including wind direction in TMA
practices. operations,
—— Unplanned activities including medical
Fuel burn is highly dependent on these priority flights, VIP aircraft and in-flight
factors, but viewed from an ANSP standpoint emergencies.
the focus is more about delivering more efficient
tracks and height profiles; the actual fuel burn However, there are also potential ATM-
and emissions of a given aircraft is primarily a related inefficiencies – elements of the system
function of airline decisions about aircraft type, that preclude more efficient flight profiles and
weight, speed, route planned and cost index or routings. These inefficiencies typically result
business model. It was for this reason that the from legacy airspace designs that have evolved
M&M subgroup decided to explore the possibility in response to ongoing airport development and
of using a proxy for fuel burn and CO2 performance due to the historic interactions of routes and
that more closely reflected factors within ANSP profiles of aircraft in the ATM system. When these
control. inefficiencies are identified, an airspace redesign
should be considered to remove the inefficiencies,
Key Consensus Point: While fuel burn and wherever possible. Part of the airspace
CO2-based performance metrics are of interest, improvements could include the implementation of
they have the potential to be unduly affected Area Navigation (RNAV) and Required Navigation
by factors beyond ANSP influence (e.g. airline Performance (RNP) capable routes to optimise
behaviour) and therefore they may not, if taken in arrival and departure streams. ANSPs can also
isolation, reflect ANSP actions to reduce fuel burn address where necessary delay is absorbed,
and emissions. through arrival metering and speed control in
the cruise phase of flight, to reduce terminal
congestion. In summary, ANSPs can collaborate
with airlines and airports to achieve the following
6
fuel efficiencies:
ATM CO2 Specific Metrics
One way of viewing the ATM system is that —— airspace and procedure design to
from a purely ANSP perspective, inefficiencies optimise the profiles and tracks delivered
may accrue either as vertical deviation from the in their airspace systems,
optimum or as an unintended route extension. —— air traffic controller decision-making aids
Although ANSPs attempt to minimise deviation (e.g. decision support tools),
from the optimum point-to-point flight trajectory —— better environmental awareness
at optimum speed and altitude, there are good across ANSP operational and support
reasons to do so, such as: communities,—— collaboration between airports, airlines the Airline Service Quality Performance (ASQP)
and ANSPs on fuel efficient aircraft data set that contains the scheduled and actual
movements to minimise or eliminate pushback times, actual take-off time, actual
delay during arrival and departure landing time, and scheduled and actual gate arrival
procedures, and airport taxiing times. This is often referred to as ‘Out, Off, On, In’
operations. (OOOI) data. When available, airport surveillance
data can also be used to measure taxi delays. This
Over the past three years the M&M subgroup phase of flight method using radar data has been
has played a role in driving convergence in the way used in the U.S/Europe Operational Performance
ANSP environmental performance is measured. Comparison report mentioned above. Attachment
The performance metrics and measures applied 1 provided a comprehensive guide for estimating
in the U.S./Europe ATM Operational Performance ATM efficiency pools by phase of flight.
Comparison were developed with direct input from NATS has also developed, with peer review
the M&M subgroup. In this work, 39 European from the M&M group and others in the aviation
Civil Aviation Conference (ECAC) ANSPs are industry, a metric that seeks to reflect the vertical
measured with a common approach. At the same and horizontal inefficiencies in flights. This is a
time NATS has been improving its environmental proxy for CO2 as smoother vertical and more direct
measures in consultation with its regulator and lateral profiles deliver fuel burn and emissions
airline customers. Other ANSPs like Airservices reductions compared to stepped climbs, descents
Australia; GACA, the ANSP of the Kingdom of and deviations from lateral point to point tracks.
Saudi Arabia; Airways, New Zealand’s ANSP; The NATS metric is called the 3 Dimensional
South Africa’s ANSP, ATNS SA; AeroThai; and the Inefficiency (3Di) Score. Eurocontrol Performance
Civil Aviation Authority of Singapore (CAAS) have Review Unit (PRU), FAA and Airservices Australia
an active interest in environmental metrics. are also considering the use of vertical and lateral
The group found the current, most elements of flight profiles in their flight efficiency
commonly quoted metric is that of horizontal route work. The NATS 3Di method was recently
extension outside the terminal area. Measures for approved by the UK Civil Aviation Authority
vertical inefficiency in cruise are improving with (CAA) as a method to set targets and financially
better surveillance data and modelling. Terminal incentivise improved fuel efficiency in NATS
area inefficiency can be measured both as a airspace and is described in detail in Attachment 2.
function of track extension and vertical segments
with sufficient quality surveillance data. Improving Key Consensus Point: A measure of ANSP
terminal fuel inefficiency requires improved arrival CO2 and fuel burn performance should take
predictability and delay absorption – mainly account of both vertical and horizontal elements of
moving delay to higher altitudes and using speed flight
reduction to absorb necessary time, or keeping The M&M subgroup promotes a structured
delay at the gate with the engines off for departure approach to measuring trajectory efficiency
aircraft. by identifying vertical and horizontal (or time)
The CANSO group strongly supports inefficiencies. The key to the success of this
the measuring of trajectory inefficiencies that approach is ANSPs having access to trajectory
incorporate the horizontal and vertical trajectory data for flights in their airspace. In most cases
throughout the flight, as a means of determining ANSPs must work with their neighbours to share
opportunities to improve fuel efficiency. In trajectory data and focus on optimising cross
addition, taxi delays can be measured using border efficiencies. CANSO recommends that thePotential Air Traffic Management CO2 and Fuel 6_7
Efficiency Performance Metrics for General ANSP Use
sharing of post-operational data is a good first Specifically, what is the relationship
step in the fuel efficiency improvement process. between track extension and CO2 per
Analysis of efficiency by phase of flight improves flight or between 3Di scores and CO2?
the understanding of how to make improvements. Is there a relationship that we could
derive statistically?
7
—— Most “inefficiency” is the direct result of
Issues Requiring Further Consideration
a constraint or interdependency. How
This document has sought to set out can we better understand the impact
the work of the CANSO ENVWG Metrics and of constraints and interdependencies
Methodologies subgroup in identifying ANSP across ANSPs and in different airspace?
relevant CO2 performance metrics, focusing on key How should we include:
areas of consensus. While consensus has been —— The impact of new demand on
achieved in some areas representing significant the system? New demand can be
progress in terms of ANSP CO2 performance expected to result in increased
measurement, this work has also identified other track and profile inefficiency in a
areas requiring further consideration such as: constrained system. How do we take
account of this as ANSPs?
—— Analysis of the proper weighting for —— Normalising efficiency data for
vertical and horizontal efficiency. In the weather? Do we need to? Some
phase of flight method documented weather effects could form part of
by CANSO, horizontal and vertical the benefits pool, like use of time-
inefficiencies are calculated separately. based spacing on approach in bad
When converting these inefficiencies to weather – this would be an ANSP
fuel, BADA tables are used. In the US/ led improvement that we could be
Europe ATM Operations Performance driving for.
Comparison, a single representative —— Other factors driving level segments
aircraft is assumed so that performance and excess distance not in an
differences are not driven by aircraft ANSP’s control?
mix. The NATS 3Di score builds this
relationship through sophisticated
modelling using KERMIT (a NATS
developed fuel modelling tool). It is
important to understand the relationship
between horizontal and vertical
efficiency as tradeoffs are necessary.
In effect, both excess distance and
horizontal segments are converted to
time which is then converted to fuel.
—— Clarification of the link between ANSP
proxy measures of fuel burn and CO2
performance (i.e. those incorporating
measures of vertical and horizontal
inefficiency) and CO2 based measures.CANSO Members
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