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The CREDOS Project

D5-3 - Stakeholder Segmentation Model

Abstract

This document contains the generic Stakeholder Segmentation Model for the development and implementation of reduced separations for flight departure operations targeted by the CREDOS project (favourable crosswind conditions) for European airports.

Segmentation means here categorising the various parties having an interest (Stakeholders) in the development, implementation or execution of these operations according to a set of criteria.

The analysis along different viewpoints shows that a common ‘interest’ for CREDOS operations exist for the enhancement of airport operations through decrease of departure delay and the increase of airport productivity.

Contract Number: AST5-CT-2006-030837 Proposal Numbe r: 30837

Project Acronym: CREDOS

Deliverable Title: D5-3 - Stakeholder Segmentation Model

Delivery Date: 10/09/2007

Responsible: M3 SYSTEMS

Nature of Deliverable: REPORT

Dissemination level: PU

File Id N°: CREDOS_530_M3S_DLV_D5-3_Segmentation_Mo del

Status: Approved Version: 2 Date: 10/09/2007

Approval Status

Document Manager Verification Authority Project App roval

M3S EUROCONTROL Project Management Committee

Emmanuel Isambert Robin DERANSY PMC members

Partner WP5 Leader

CREDOS D5-3, Stakeholder Segmentation Model, APPROVED, 10/09/2007

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DELIVERABLES SUMMARY SHEET

Project Number: FP6-030837

Project Acronym: CREDOS

Title: Crosswind-reduced Separations for Departure Operati on

Deliverable N°: D5-3 - Stakeholder Segmentation Mo del

Due date: xx/xx/xxxx

Delivery Date: xx/xx/xxxx

Short Description:

Partners owning: CREDOS Consortium

Partners contributed: CREDOS Consortium

Made available to: XXXXXXXXXXXXXX

XXXXXXXXXXXXXX


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Contract No. FP6–030837

Technical Note: Stakeholder Segmentation Model

CREDOS CREDOS CREDOS CREDOS WP WP WP WP 5.25.25.25.2

Task Title Marketing and Business Aspects

Deliverable D5-3

Prepared by: M3 SYSTEMS

Document control sheet

Work Package: WP5 Released by: Isabelle Laplace, Emmanuel Isambert

Version: 2 Approved by: PMC

Issued by: M3 SYSTEMS Reviewed by: R. DERANSY

Date of issue: 10 Sept. 2007 Remark: Version 1A reviewed by EC

This report is COMPANY CONFIDENTIAL . Do not distribute outside the CREDOS Consortium


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Acronyms ACC Area Control Centre (en

route) LDA Localizer Directional Aid

AGL Altitude above Ground Level LVP Low Visibility Procedure AMAN Arrival Manager MAP or

MAPT Missed Approach Point

APP Approach ATC Unit MAS Missed Approach Segment APR EUROCONTROL Airport

Operations Programme MET Meteorological

ARS Airport Radar System MLS Micro Wave Landing System ATCO Air Traffic Control Officer MTOW Maximum Take-Off Weight ATIS Air Traffic Information

Service NDB Non-Directional Beacon

ATSU Air Traffic Service Unit NTZ Non Transgression Zone AVOL Aerodrome Visibility

Operational Level P2P Probabilistic Two-Phase

wake vortex decay model CREDOS Crosswind REduced

separations for Departure OperationS

PRM Precision Radar Monitor

CSPR Closely Spaced Parallel Runways

ROT Runway Occupancy Time

DEP Departure RWY Runway DGPS Differential Global

Positioning System RVR Runway Visual Range

DMAN Departure Manager SESAR Single European Sky Research programme

DME Distance Measuring Equipment

SMP Separation Mode Planner

EAT Expected Approach Time SMR Surface Movement Radar ETA Estimated Time of Arrival SOIA Simultaneous Offset

Instrument Approaches FAF Final Approach Fix STAR Standard Arrival Route FAP Final Approach Point THR Runway Threshold FDPS Flight Data Processing

System TKE Turbulent Kinetic Energy

FIR Flight Information Region TMA Terminal Manoeuvring Area FL Flight Level TWR Tower Controller GND Ground Controller UAC Upper Airspace Centre HALS / DTOP

High Altitude Landing System (HALS) / Dual Threshold Operations (DTOP)

VFS Vortex Forecast System

HMI Human Man Interface VHF Very High Frequency IAF Initial Approach Fix WP Work Package IAS Indicated Air Speed WSWS Wirbelschleppen-

Warnsystem IF Intermediate Fix WV Wake Vortex ILS Instrument Landing System WVE Wake Vortex Encounter IMC Instrument Meteorological

Conditions WV PMS Wake Vortex Prediction and

Monitoring System INI Initial Approach Controller ITM Intermediate Approach

Controller

JU Joint Undertaking LIDAR Light Detection And Ranging


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Executive Summary

The document contains the generic Stakeholder Segmentation Model for the development and implementation of reduced separations for flight departure operations targeted by the CREDOS project (favourable crosswind conditions) for European airports.


The distinction between potential users or operators such as Airlines, ATC and Airport Operator provides only one aspect of such segmentation, others criteria have been analysed such as for instance:

� Type of benefits / constraints

� Decision making for planning and implementing CREDOS operations

� Type of cost and cost recovery systems

The main stakeholders for the development and performance of CREDOS operations have been identified as follows:

� Development of CREDOS Operations

o SESAR Joint Undertaking (not officially constituted): main decision-making body and financial sponsor for evolutions in European ATM

o EUROCONTROL Airport Operations Programme: technical coordinator of several initiatives aiming at enhancing safety – capacity –efficiency of Airport ATC operations and in charge of developing packages for implementation at European airports and amendments to aviation regulation

� Execution of CREDOS Operations:

o Airport ATC: main decision maker for evolutions to ATC operations

o Aircraft Operators: contributing to CREDOS operations (through Pilots) and having influence on flight and ATC operations evolutions

o Airport Operator: primarily concerned with increase of airport operations efficiency

The analysis along different viewpoints shows that a common ‘interest’ for CREDOS operations exist for the enhancement of airport operations through decrease of departure delay and the increase of airport productivity. From decision-making and financial perspective, the development of a quantitative cost-benefit analysis is a pre-requisite, the implementation study performed as part of WP5.2 for Madrid-Barajas will provide a first assessment on this key issue.


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Table of Contents

1 INTRODUCTION 1 1.1 PURPOSE AND SCOPE OF THE DOCUMENT 1 1.2 STRUCTURE OF THE DOCUMENT 1 1.3 RELATIONSHIPS TO OTHER CREDOS TASKS 2 1.4 STAKEHOLDER ANALYSIS 2 1.5 STAKEHOLDER SEGMENTATION 2 1.6 UNDERSTANDING OF CREDOS PROJECT AND ASSOCIATED NEEDS 3

2 STAKEHOLDER GROUPS 5 2.1 FIRST LEVEL STAKEHOLDERS 5

2.1.1 Air Navigation Service Providers 5 2.1.2 Aircraft Operators 5 2.1.3 Airport Operators 6 2.1.4 Aviation Support Services 7

2.2 SECOND LEVEL STAKEHOLDERS 7 2.2.1 Regulatory Authorities 7 2.2.2 European ATM Policy Maker and Sponsor(s) 8 2.2.3 ATM Industry 9 2.2.4 Professional Associations 9 2.2.5 Air Transport Customers 10 2.2.6 Society 10

3 STAKEHOLDERS INVOLVEMENT IN CREDOS 11 3.1 FIRST LEVEL STAKEHOLDERS 11

3.1.1 Air Navigation Service Providers (ANSP) 11 3.1.2 Aircraft Operators 14 3.1.3 Airport Operators 16 3.1.4 Aviation Support Services 17

3.2 SECOND LEVEL STAKEHOLDERS 19 3.2.1 Regulatory Authorities 19 3.2.2 European ATM Policy-Maker and Sponsor(s) 19 3.2.3 ATM Industry 20 3.2.4 Professional Associations 20 3.2.5 Air Transport Customers 21 3.2.6 Society 21

3.3 FINDINGS AND RECOMMENDATIONS 23 3.3.1 Relationships with CREDOS Operations 23 3.3.2 View on Expectations / Needs 23 3.3.3 View on Constraints / Impact on Legacy 23 3.3.4 View on Decision-Making Levels 23 3.3.5 View on Financial Roles 23

4 USE OF THE SEGMENTATION MODEL 24 4.1 MAIN STAKEHOLDERS FOR CREDOS 24 4.2 LIMITATION OF CURRENT STAKEHOLDER SEGMENTATION 25 4.3 RECOMMENDATIONS FOR CREDOS 26


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References

Ref 1 ACI Europe (2006) “European Commission launches consultation on airport capacity”, e-communiqué, January 2006, http://www.aci-europe.org/

Ref 2 EUROCONTROL (2006) “Delays to air transport in Europe-Digest annual 2005”, CODA

Ref 3 PERFORMANCE REVIEW COMMISSION (2004) “Evaluating the true cost to airlines of one minute of airborne or ground delays”, prepared by the University of Westminster for the Performance Review Unit

Ref 4 ANALYSIS OF THE PROVISION OF METEOROLOGICAL SERVICES IN THE FRAMEWORK OF THE SINGLE EUROPEAN SKY (European Commission DG TREN)

Ref 5 Business Aviation Supply Side Study, EUROCONTROL, Nov 2005

Ref 6 EUROCONTROL APR Programme, Cost-Benefit Analysis, 2003


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1 Introduction

1.1 Purpose and Scope of the Document

The document contains the generic Stakeholder Segmentation Model for the development and implementation of reduced separations for flight departure operations targeted by the CREDOS project (favourable crosswind conditions).


The distinction between potential users or operators such as Airlines, ATC and Airport Operator provides only one aspect of such segmentation, others criteria have been analysed such as for instance:

• Type of benefits / constraints

• Decision making for planning and implementing CREDOS operations

• Type of cost and cost recovery systems

The document identifies the main stakeholders for CREDOS operations including the current development phase and subsequent deployment on European airports.

The segmentation proposed in the document has been developed at a generic level that attempts to identify the ‘middle of the road’ for the introduction of CREDOS operations at European airports. It is understood that significant local differences exist in the way new ATM regulations and operations are introduced in Europe provision, a local study for Madrid Barajas airport performed in CREDOS WP4.2.4 will provide insight to potential differences.

Recommendations and proposed actions on how to address communications to these stakeholders during the CREDOS project time frame (e.g. priorities) are covered in the D5-1 Communication Plan.

1.2 Structure of the Document

The document is structured as follows:

• Section 2: Stakeholder groups and relationships wrt. CREDOS operations

The different groups of stakeholders are presented from the perspective of their relationships with the introduction of changes in airside operations to a European airport.

• Section 3: presentation of the stakeholder interests in CREDOS along several ‘views’

The different interests in CREDOS are explained per Stakeholder groups considering 5 main viewpoints:

o Relationships to CREDOS

o Expectations / needs

o Constraints / Impact on the legacy

o Decision-making levels

o Financial role

• Section 4: summarises the main findings and issues from the stakeholder analysis


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1.3 Relationships to other CREDOS tasks

As planned in the CREDOS Description of Work, the Stakeholder Segmentation Model developed as part of WP5.2 has inter-dependencies with CREDOS tasks WP5.1 and WP4.2.2 as shown in Figure 1-1:

Figure 1-1: Dependencies of WP5.2

1.4 Stakeholder Analysis

Stakeholders are persons, groups or institutions with interests in the project. Stakeholders can be positively or negatively impacted by the project, and involved or excluded from the decision-making process of the project implementation. Two groups of stakeholders can be differentiated according to the importance of their impact on the implementation of CREDOS concept:

� First-Level stakeholders have a major impact on CREDOS implementation;

� Second stakeholders are the intermediaries in the development and implementation of ATM changes induced by CREDOS implementation.

In this document, the Stakeholder analysis will focus on the identification of the project's key stakeholders and will provide for each of them an assessment of their interests and their impact on the project viability and riskiness.

The stakeholder analysis aims at helping project managers and sponsors to assess the project environment. More specifically, the stakeholder analysis has the following objectives:

• Draw out the interests of stakeholders in relation to the problems which the project is seeking to address (at the identification stage) or the purpose of the project (once it has started).

• Help to assess the appropriate type of participation by different stakeholders, at successive stages of the project cycle

• Identify conflicts of interests between stakeholders

• Help to identify relations between stakeholders which can be built upon, and may enable "coalitions" of project sponsorship, ownership and cooperation.

1.5 Stakeholder Segmentation

The objective of the stakeholder segmentation is to decompose the various types of relationships between stakeholders of the air transport system and the CREDOS project in order to:

• Identify and list all potential stakeholders.

WP5.2 Marketing and

Business Aspects

WP4.2.4 Business Case

WP5.1 End-User

Communication

Stakeholder Segmentation

High-level Cost / Benefit Analysis

Stakeholder Segmentation


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• Identify their interests (overt and non-voiced) in relation to the problems being addressed by the project and its objectives.

• Assess the likely impact of the project on each of these interests (positive, negative, or unknown).

• Indicate the relative priority which the project should give to each stakeholder in meeting their interests.

The segmentation model is organised along a number of views, each representing a type of interest:

• Relationships with CREDOS operations (direct/indirect user, enabler…)

• Expectations / Needs

• Constraints / Impact on Legacy

• Decision-Making Levels

• Financial roles.

These views are built using a set of stakeholder groups and an initial decomposition of CREDOS expected benefits and anticipated constraints that should be refined during the project.

1.6 Understanding of CREDOS project and associated needs

As traffic grows steadily, airport congestion becomes an increasing problem and already a limiting factor at several European airports. The proportion of delays observed at airports in the sum of all aviation delays is regularly increasing for European airports. While only 37% of delays were airport delays in 2000 (Figure 1-2), this percentage reached 50% in 2005, meaning that airport delays represent half of the total delays.

This growing importance of airport delays in total delays is seen from the increasing average airport delay per movement going from 0.77 minutes in 2003 to 0.93 minutes in 2005.

Figure 1-2: Proportion of airport delays

(Source EUROCONTROL Ref 2)


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Figure 1-3: Share of airport and en-route delay

(Source EUROCONTROL Ref 2)

Many of the international hubs and major airports are operating at their maximum throughput for longer and longer periods of the day, and some have already reached their operating limits as prescribed by safety regulations or environmental constraints.

This situation is expected to become more widespread all over the ECAC area and future traffic distribution patterns are likely to generate congestion at airports that currently do not experience any capacity problems.

A part of the capacity constraint is due to the current aircraft separations which are related to the Wake Vortex (WV) phenomenon. The ICAO Wake turbulence separations are based on the limited knowledge of this phenomenon available in the 1970’s. Therefore, potential solutions for enhancing runway throughput while improving or at least maintaining safety lie on the definition of new operational separation methods taking advantage of increasing knowledge of the Wake Vortex phenomenon. As part of this trend, new methods for determining and monitoring the safe aircraft separation during arrival and departure phases based on wake vortex detection and prediction are being developed in Europe and North America.

The type of separation applied as part of CREDOS operations depends on local meteorological conditions, and the types of departing aircraft.


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2 Stakeholder Groups

CREDOS stakeholders are any organisation playing a role in the development, implementation and performance of CREDOS operations at European airports.

Two levels of stakeholders have to be considered:

• The first level stakeholders have a direct role in CREDOS operations at individual airports or from an European ATM network perspective.

• The second level stakeholders are indirect users of CREDOS operations or influencing the decision for CREDOS implementation, for instance by providing the regulatory framework to these operations or providing the necessary equipments to first level stakeholders.

2.1 First Level stakeholders

Four main stakeholders can be identified as taking part to airport operations:

• Air Navigation Service Providers (ANSP)

• Aircraft Operators

• Airport Operators

• Aviation Support Services

2.1.1 Air Navigation Service Providers

Figure 2-1: Air navigation service providers

CREDOS operations aim at reducing the separation time between the take-off of successive aircraft. It follows that air navigation service providers operating at European airports (Aerodrome operations in ICAO terminology) are directly concerned by CREDOS operations.

As part of the air navigation service providers it is important to differentiate the Airport ATC from the units in charge of air traffic flow management (either local or European units (CFMU)).

The EUROCONTROL Airport Operations Programme (APR) aims at coordinating the changes to Airport ATC and airport traffic flow management required to achieve the EUROCONTROL ATM 2000+ strategy developed at the request of the Transport Ministers of the European Civil Aviation Conference (ECAC), to cater for the forecast increase in European Air Traffic which will demand a quantum increase in ATM and airspace capacity.

2.1.2 Aircraft Operators

The term Aircraft Operators refers to the aggregate of organisations and people who own and/or operate the equipment, infrastructure, procedures, rules and information used to support their overall mission (to conduct flight operations).

Air navigation service providerAir navigation

service provider

Airport ATCAirport ATC

Flow management (local and CFMU)Flow management (local and CFMU)

Eurocontrol APREurocontrol APRDevelops implementation packages for


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Civil aircraft operators

Airlines

Full service carriers

Low-cost carriers

Charters

Business

Cargo

General aviation

Figure 2-2: Aircraft Operators

As CREDOS operations aim at improving the runway throughput and amend the civil aviation regulation, civil aircraft operators are directly concerned by such change to ATM operations.

These operators are mainly airlines operating commercial flights (as well for leisure as business passengers), commercial operators specialised in business travels or in freight transport have also to be considered. In addition, private aircraft operators as general aviation are also civil aircraft operators.

In addition, it is important to note that there are different types of airlines. Indeed, besides the full service carriers offering classic services to passengers, low-cost airlines offering low-fares services and charter airlines offering non-scheduled services to passengers have to be considered.

2.1.3 Airport Operators

From CREDOS perspective, the Airport Operator main responsibility is the provision of ground services to aircraft operators that covers the management of the airport landside resources (e.g. passenger boarding gates) and airside resources (e.g. aircraft refuelling and catering equipment and personnel).

While CREDOS operations become available (favourable wind conditions), airports operators may be expected to re-allocate under short notice the resources offered to aircraft at stands in order to enable an increased departing traffic (in comparison to ‘normal’ situation).

Airport operators

Figure 2-3: Airport operators


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2.1.4 Aviation Support Services

Aviation support services

Ground handlers

Meteo

Figure 2-4: Aviation support services

In our analysis, it is important to distinguish two stakeholders amongst the various aviation support services:

Meteorological services: provide the necessary forecast to Airport ATC to decide starting or stopping CREDOS operations

Ground handlers services: provides direct services to airlines for turn-round operations (passenger/luggage boarding/disembarking, refuelling, catering)

2.2 Second Level Stakeholders

Five main stakeholders can be identified as involved in decisions for changes in airport operations:

• Regulatory Authorities

• European ATM Policy-Maker and Sponsor(s)

• Aviation industry

• ATM business and professional associations

• Air transport customers

• Society

2.2.1 Regulatory Authorities

Regulatory authorities

National Supervisory Authority

European and international regulator

Figure 2-5: Regulatory authorities

Regulatory authorities provide the legal framework in which CREDOS operations can be performed. This legal framework consists of national regulations prepared by the National Supervisory Authority and at a European or international level decided by European or international regulators.

As defined by the Single European Sky regulation entered into force in 2004 (service provision regulation), National Supervisory Authorities ensure the supervision of the regulatory framework in all European Union Member States. They are in particular responsible for certifying and overseeing air navigation service providers.

For instance, the CAA is the UK's independent aviation regulator, with all civil aviation regulatory functions while the International Civil Aviation Organization (ICAO) can be considered as an international regulator.


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2.2.2 European ATM Policy Maker and Sponsor(s)

Figure 2-6: ATM Policy Maker and Sponsors

The term ‘Sponsors’ designate public or private organisations that provide financial support for the development or implementation of operational improvements or technological solutions for air transport and ATM.

The current phase (feasibility) of the CREDOS project is partly funded by the European Commission through the 6th R&D Framework Programme. Other programmes of the European Commission such as the Trans-European Network – Transport (TEN-T) programme are also relevant to support the implementation of airport operational improvements on European level.

The “Single European Sky” initiative launched by the European Commission accentuates the consistency-making efforts for changes in ATM so far led almost exclusively by EUROCONTROL. New coordination instruments were introduced, including an EU Single European Sky legislation package, a European framework for the coordination of the Single European Sky Implementation Programme, known as SESAR and a Joint Undertaking dedicated to new ATM systems industrialisation (named SESAR JU in this report).

SESAR is based on a three-phase process: the definition phase, the development phase and the deployment phase. The definition phase is now started and shall lead to the delivery inter alia of an ATM Master Plan and Work Programme for 2008-2013. This definition work is undertaken by a consortium, involving, besides the EUROCONTROL Agency, a wide range of stakeholders ranging from industry, Aircraft Operators, ANSP, airport, to military representatives.

The key objectives of the SESAR programme are:

• define European air transport system performance requirements up to 2020 and beyond;

• identify globally interoperable and harmonised solutions to meet the ATM requirements;

• establish a detailed and phased implementation and deployment plan for the short, medium and long term - this is to be called the "ATM Master Plan";

• define the implementation of SESAR allowing for appropriate safety management consistent with the ATM Master Plan; and

• support the launch of the development phase of SESAR (2008 - 2013).

European ATM Policy Maker and Sponsor

European ATM Policy Maker and Sponsor

European Commission

European Commission

SESAR JUSESAR JU


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2.2.3 ATM Industry

Figure 2-7: Aviation industry

The ATM industry may also be concerned by CREDOS implementation. Indeed, equipment manufacturers may have to adapt their equipment to support CREDOS operations, in particular ground equipment used by airport ATC and on-board equipment used by civil aircraft operators.

The analysis of the impact of CREDOS operations onto existing (ground or on-board systems) is not available in the current version of the CREDOS operational concept (D4-1 B1.0).

2.2.4 Professional Associations

Figure 2-8: Professional association

As the deployment of CREDOS requires the direct involvement of European stakeholders such as aircraft operators, air navigation providers or airport operators, a number of professional associations grouping these stakeholders such as airlines associations or airport associations need to be considered.

Other associations such as pilot associations, air traffic controllers (ATCO) associations that represent the interests of specific categories of air navigation service provider or aircraft operators’ workforce at European or International level will also influence the acceptance / rejection of CREDOS concept of operations and operational procedures.

ATM industryATM industry

Aircraft manufacturerAircraft manufacturer

On-board equipment manufacturer

On-board equipment manufacturer

Ground equipment manufacturer

Ground equipment manufacturer


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Examples of business and professional associations are:

o ACI: Airports Council International, association of airport operators

o IATA: international association of commercial airlines

o IFATCA: ATC Controllers international professional association

o IFALPA: Pilots international professional association

2.2.5 Air Transport Customers

Air transport customers

Passengers

Travel industry

Freight companies

Figure 2-9: Air transport customers

Air transport customers are also stakeholders that are important to take into account since without their transport demand there will be no air traffic and consequently no need of CREDOS implementation!

These customers can be passengers organising by themselves their trip, travel industry organising the trips for passengers and freight companies organising their freight transport.

2.2.6 Society

SocietySociety

Regions and local communities

Regions and local communities

Airport neighbourhood associations

Airport neighbourhood associations

Figure 2-10: Society

Society is another indirect stakeholder that has to be considered in the scope of CREDOS due to the pressure that society can have on air transport and as a consequence on CREDOS implementation. Society can be decomposed in two categories of stakeholders:

o Region and local communities

o Airport neighbourhood associations.

Regions and local communities are economically impacted by airport activity and therefore by CREDOS operations. In addition they may be affected by all environmental impacts of CREDOS operations and will have to manage this problem with airports.

In particular region and airport communities can be the interface between the airport and the airport neighbourhood associations that campaign for better environmental conditions.


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3 Stakeholders involvement in CREDOS

All the first and second level stakeholders identified in section 2 are differently involved in CREDOS implementation and/or operation. Different aspects have to be considered when analysing the involvement in CREDOS:

• The relationship with CREDOS (e.g. user, enabler, etc.)

• The needs and expectation they have for CREDOS

• The constraints, impacts on legacy that CREDOS can have

• The level of decision in CREDOS

• The financial role in CREDOS However, it is important to note that these aspects are not all relevant for all stakeholders. That is why we present for each stakeholder in this section, the various relevant aspects of its involvement in CREDOS.

3.1 First Level stakeholders

3.1.1 Air Navigation Service Providers (ANSP)

3.1.1.1 Airport ATC

Relationship with CREDOS

Airport ATC is a direct user of CREDOS operations as being responsible for maintaining safe separation between aerodrome movements (landing – take-off – taxi) and as such has the lead for the start/stop of these operations.

Needs and expectations

When reducing the separation time between the take-off of successive aircraft, airport ATC expects that CREDOS operations will allow increasing the runway throughput. In addition improving the efficiency of departures sequence will reduce the need for airport queuing and thus reduce ATCO workload. As a consequence, airport ATC expects CREDOS to be a way to significantly decrease airport delay thanks to a better absorption of demand peaks.

As potentially available for most airports in Europe (and worldwide), CREDOS will also be a way to avoid duplication of effort and cost due to the individual development of practices aiming at increasing ATC capacity on the basis of local needs and working methods.

Another important expectation of airport ATC can also be in terms of safety of operations. Indeed, the current separation standards defined in the early 70’s by ICAO results of an empirical approach and are assumed to be valid under any wind conditions. NASA studies (AVOSS) have highlighted the fact that the prescribed separations are:

� Over-conservative in a majority of cases

� Insufficient in a minority of cases

The establishment of CREDOS separations (validated through field trials and simulations) will be related to a set of wind conditions ‘classes’, as such it will provide an enhanced awareness to ATCOs and Pilots on situations where the risk of wake vortex encounter is higher and when prescribed separation have to be strictly followed.

In addition the potential harmonisation at European level of current (local) practices for application of reduced separation between successive take-off is also beneficial for the coordination between Pilots and ATCOs during tactical operations (issue of take-off clearance). Constraints/impacts on legacy

The application of reduced departure separation under favourable wind conditions require first a change of existing operational procedures at European airports followed by ATC Controllers responsible to maintain safe and expeditious aerodrome operations.


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Second the system support required for the performance of CREDOS operations may imply changes to existing systems or the acquisition of new systems such as dedicated atmospheric sensors.

In addition, additional traffic has adverse environmental and environmental management costs. Experience shows that environmentally responsible operational practice, procedures and airspace design can significantly reduce the number of people over-flown and the level of noise airport communities are subjected to. It is realistic to say that in some cases the noise impact around major airports can be decreased substantially by using appropriate noise management measures. CREDOS implementation may therefore lead to adapt procedure to avoid increased adverse environmental impacts.

Decision-making level

Airport ATC can be seen as the main decision maker as it will trigger the CREDOS operations based on the existing or amended legal framework.

Such legal framework should be developed locally (national regulation) or should be the result of the adoption of new ICAO regulatory provisions at international or regional level, such as covered by the ICAO Doc 4444 PANS – ATM or ICAO Doc 7030 Regional Supplementary Procedures or by specific manuals.

The main element for the decision-making process is the quantitative assessment of the size of operational benefits versus the incurred costs as well as the impact on the safety of flight operations.

Quantitative assessments are to be carried out over a time period of typically 10-15 years and demonstrate that the business case is robust.

The base case considered is the “do nothing” scenario, which represents the situation at an airport as it would be if the applications cluster being considered was not implemented. It takes into account expected traffic growth at the airport and any planned investments that airports might have to increase capacity.

From flight safety perspective, a safety case has to be prepared that demonstrates that the introduction of the new ATC procedures or systems does not impair the current safety level (relative assessment) or is compliant with the EUROCONTROL ESARR-2 target level of safety (absolute assessment). Financial role

In the context of CREDOS operations, Airport ATC is the main stakeholder from financial perspective as most likely supporting most of the transition and operational costs, such as the cost for the amendments of existing operational procedures and the training of ATCOs to CREDOS operations. These costs will then be used for the calculation of ATC charges paid by Aircraft Operators (cost recovery).

3.1.1.2 Flow management (Local and CFMU)

Flow management stakeholders include both local flow management positions (FMP) and the central flow management unit (CFMU) operated by EUROCONTROL.


Flow management is responsible for collecting the individual capacity figures from the different nodes of the European ATM network (airspace and airport) and to balance the traffic demand against the available capacity.

CFMU is the central entity in charge of the activation of traffic flow restrictions (resulting from demand / capacity imbalances) over European airspace (ECAC area). The main flow restrictions are mainly applied by assigning to departing traffic a time slot (named CFMU slot) for take-off that is communicated to the concerned airlines prior to departure.

The application of CREDOS operations will have an impact on the declared capacity from individual airports. Currently such capacity figure evolves over time depending on meteorological conditions (e.g. constrained by visibility conditions), as such CREDOS may be assimilated as a new type of meteorological conditions associated with an associated declared capacity figure, which takes into account the reduction of departure separation but also other factors such as the apron capacity, the terminal airspace capacity or the balance between arrivals and departures.


As Airport ATC, CFMU expects that by increasing the runway throughput, CREDOS operations will allow a better absorption of demand peaks. They therefore expect that CREDOS can be a way to a significantly decrease airport delays. The main difference between these two stakeholders is that while the expectations


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of the Airport ATC concern its own benefits, the expectations of flow management units concern more generally the benefits of ATM. Constraints/impacts on legacy

Reducing the take-off separation between aircraft will change the slot times and as a consequence will require the CFMU to consequently modify the flight regulations.

In order to integrate a non-scheduled increase of departure rate (not planned several hours in advance) from one or several airports into the European ATM network, several adaptations to local or global flow management may need to be made, in particular to ensure that the adjacent ATS units to the airport may accommodate the traffic increase under short notice.


Flow management is neutral regarding the decision making for ATC procedures or working methods.

Financial role

Additional traffic has adverse environmental and environmental management costs. Experience shows that environmentally responsible operational practice, procedures and airspace design can significantly reduce the number of people over-flown and the level of noise airport communities are subjected to. It is realistic to say that in some cases the noise impact around major airports can be decreased substantially by using appropriate noise management measures. CREDOS implementation may therefore lead to adapt procedure to avoid increased adverse environmental impacts.

3.1.1.3 EUROCONTROL Airport Operations Programme

The EUROCONTROL Airport Operations Programme (APR) has been devised to meet the challenge of managing airports as a whole by filing the gap between the processes in the ATM System. The APR is a EUROCONTROL programme intended for the implementation of operational improvements to Airport ATC services and consists of 4 projects with the following titles:

o Advanced Surface Movement Guidance and Control Systems (A-SMGCS): for the specification and validation of operational services to ATCOs including the surveillance of aerodrome movements, the alerting of hazardous situations on runways.

o Runway Safety: prevention of runway incursions.

o Airport Collaborative Decision Making (CDM) Applications: for the increased involvement of aircraft operators, airport operators and other service providers in the air traffic management at airport level and development of information management systems and procedures to make full use of available data.

o Airport Airside Capacity Enhancement (ACE): from observed best practices achieve operational improvements in airport airside capacity enhancement in the short to medium-term and to support Member states in their implementation.

o Wake Turbulence: as part of the APR work programme for 2007-2009, several options wrt mitigations of wake turbulence are evaluated (e.g. re-categorisation of wake turbulence minima).


The EUROCONTROL APR programme (through the ACE project) aims at improving airport airside capacity (particularly runway capacity) at European level through the implementation of a number of operational best-practices, such as the optimised management of runway occupancy times (ROT).

As such the EUROCONTROL APR programme can be seen as a potential ‘vector’ for the deployment of CREDOS operations in Europe, i.e. for building a specific action towards European airports that benefit from a large experience gained on airport capacity issues.

Such action will need to be initiated once the CREDOS concept will have been validated from performance and safety perspective.


The APR programme develops several projects as part of a technical framework in line with the ATM 2000+ strategy and the expectations of European ANSPs (Airport ATC). CREDOS shall therefore demonstrate that it is a relevant component of the APR technical framework.


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Constraints/impacts on legacy

CREDOS operations need to be integrated with the other projects of the Airport Operations Programme and potential synergies between projects shall be demonstrated in order to obtain ‘buy-in’ from the ANSPs.


The EUROCONTROL Airport Operation Programme plays the role of a facilitator for the decision-making by European airports through the preparation of operational specification for the introduction of required changes to existing operational procedures and systems as well as legal material for approval by Regulatory Authorities (National or International).

Financial role The EUROCONTROL Airport Operation Programme is not aimed at funding the deployment of new ATC procedures or systems but rather feasibility studies to size the benefits locally or to collect relevant information.

3.1.2 Aircraft Operators

Some aspects are common to the different types of aircraft operators. They concern the following characteristics


Aircraft Operators through their Flight Crews that are responsible for flight operations are also direct user of CREDOS operations.


The application of reduced separations under favourable wind conditions requires first a change of the current flight crew procedures for departure; this concerns any aircraft operator (not exclusively European ones) that intends to fly the ECAC airspace.

In addition, aircraft operators will need to revise their fleet and ground operations planning under short notice to ‘feed’ the temporary increased runway throughput as enabled by CREDOS; this may imply changes to current planning procedures.

The case of a required change in aircraft systems to support CREDOS operations has not been considered at this stage. Assumption is that pre-defined aircraft capability (for other phases of flight) may be mandated for CREDOS operations such P-RNAV capability. In such case the change to aircraft systems will not be attributed solely to CREDOS.


Aircraft Operators, through the Flight Crews that are responsible for the safety of flights, are the primary decision makers for the application of reduced separation operations, together with Airport ATC (responsible for separation).

The main element for their decision-making is the size of the benefits of performing CREDOS operations in comparison to the cost-impact on legacy procedures/systems for flight crews and flight planning to obtain CREDOS benefits.

Such decision will only be taken while the international or European regulation on flight operations and the application of wake turbulence separation is amended with CREDOS proposed minima (JAR-OPS-1 for commercial aviation in Europe).

Financial role

Aircraft Operators will have to support a portion of the transition costs (i.e. adaptation of operational manuals) and more importantly will contribute to the recovery of Airport ATC costs (most of transition and operation costs) through ATC charges.

3.1.2.1 Commercial Airlines

Commercial airlines represent operators of scheduled flights, i.e. flight information published as part of the bi-annual IATA schedules conferences and that is used for the airport slot allocation mechanism.


For a fixed demand from the airlines, an increase in runway throughput brings about a reduction in total delay. This reduction would be particularly substantial in conditions causing the disruption of operations when airport runway capacity is reduced. In some cases, it could prevent aircraft from flying in holding patterns and


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would thus reduce the likelihood of diversions. Less time in holding patterns would result in a significant reduction in fuel burn.

Commercial airlines therefore expect CREDOS to be an efficient way to decrease the delays they have to bear at airports. Indeed these delays result in cost increase for them. In particular, a study mandated by the Performance Review Commission in 2004 (Ref 3) showed that when delays exceeds 15 minutes, airlines have to bear additional costs reaching on average 72 euros per minute.

These delay costs partly correspond to fixed costs that airlines have to bear independently of their level of activity, of additional costs occurring because of the delays affecting the considered flight but also because of reactionary delays, i.e. because of the delays of previous flights during the day. Fixed costs can be for instance costs related to depreciation, rentals and lease of flight that have to be paid by the airlines independently of the use of their aircraft. Other additional costs because of flight delays or because of reactionary delays are for instance additional staff costs that airlines have to face if staff have to work overtime hours. It leads to a decrease in the level of airlines productivity in case of delays since more work quantities are used to operate the flight and airlines face problems of inefficiency.

That is why Aircraft Operators expect that CREDOS could be an efficient way to reduce the level of delays they have to face and by the way to increase the level of productivity and efficiency associated to their flights operations. In terms of safety, an harmonisation of flight departure separation minima made in the context of CREDOS will provide safety benefits, as it is easier for a pilot to make an error and lose separation when different separation distances are applied at different airports.


It should be noted that major airlines have a significant influence on decisions related to airport airside operations since these airlines operate hubs in Europe that represent often more than 50% of the movements for a given airport.

Financial role

Potential financial revenues coming from CREDOS operations, such as cost savings generated by a reduction in departure delays, will primarily concern commercial airlines (to be confirmed by WP4.2.4 cost-benefit analysis) and WP5.2 case study at Madrid Barajas).

3.1.2.2 Business Aviation Operators

In 1998, the International Business Aviation Council (IBAC) defined business aviation as follows1:

‘That sector of aviation which concerns the operation or use of aircraft by companies for the carriage of passengers or goods as an aid to the conduct of their business, flown for purposes generally considered not for public hire and piloted by individuals having, at the minimum, a valid commercial pilot license with an instrument rating.’


Europe has a high concentration of traffic at the main commercial airports with few alternatives currently available for business jets in major metropolitan areas. Forty-five of these major airports are considered to be over capacity and many are turning away business aircraft. Airports such as London Heathrow or Paris Charles de Gaulle do not allow private aviation except in extenuating circumstances (i.e.: for jumbo aircraft that cannot land at alternate airports).

Most of the main commercial airports, however, do allow business aviation traffic, and conflicts are common. Business aviation flights have difficulty obtaining landing slots in such airports, as slot allocation is done well in advance of most business flights. Delays are common at these large airports, as systems strain to cope with demand and maintain safety standards. When conflicts arise, commercial aircraft with dozens of passengers usually win out, as commercial airports measure themselves in part by the number of passengers handled.

As CREDOS operations will allow the increase of runway throughput under short notice (favourable weather), business aviation operators may be primary candidates to obtain earlier take-off compared to commercial airlines, for which the length of turn-round operations (passenger boarding) is a significant constraint.

1 IBAC library http://www.ibac.org/Library/policy2/40_6.htm


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Compared to commercial airlines, business aviation operators have traditionally a lower influence in decisions for airport operations. But the business aviation sector in Europe has experienced recent strong growth. This trend portends to continue with the introduction of new aircraft types (very light jets) and business models and therefore these operators may have a larger influence in the coming period.

3.1.2.3 Freight carriers

No specificity identified.

3.1.2.4 General aviation

General aviation

3.1.3 Airport Operators

Airport Operator main responsibility is the provision of ground services to aircraft operators that covers the management of the airport landside resources (e.g. passenger boarding gates) and airside resources (e.g. aircraft refuelling and catering equipment and personnel).


In charge of managing several airport resource for Aircraft Operators (e.g. aircraft stands, passenger terminals), the airport operator is an indirect user of CREDOS operations.


Growing importance of airport delays becomes more and more problematic for airport operators, since it impacts directly their operations. Indeed, these delays put a lot of constraints on airport services to airlines and passengers that have to be reorganised according to the delay time. For instance, delayed flights increase the use time of the boarding gate by aircraft and of the boarding room by passengers. This may lead the airport to reorganise during the day the successive allocation of gates to flights, when considering the delays constraints. However, this reorganisation can be difficult to do and may affect negatively the productivity of airport operators.

On the other hand, an increase in airside capacity will permit an airport operator to accept more traffic at an airport and hence to increase the throughput of passengers. Because of the additional traffic, the revenue collected from airport charges will increase; because of the additional passengers, the airport taxes collected and the landside expenditure in retail outlets will increase. An airport operator could use the additional income to reduce charges, which would give the airport a commercial advantage and hence attract more traffic.

In addition, increased punctuality and hence greater predictability leads to a higher utilisation of staff resources since rosters can be organised to meet demand. As a result, staff employment costs will be reduced.

As a consequence, airport operators expect that CREDOS operations will decrease in the level of airport delays due to the increase in runway capacity and to improve the level of airport services productivity. Constraints/impacts on legacy

In order to ‘feed’ the temporary increased runway throughput as enabled by CREDOS, airport operators will need to revise the planning of services provided to departure flights (expedite turn-round operations) in cooperation with airlines and potentially increase the resource available for these services (e.g. additional boarding gates). This may imply changes to the current organisation of airport services and infrastructure. In addition, additional traffic has adverse environmental and environmental management costs. Experience shows that environmentally responsible operational practice, procedures and airspace design can significantly reduce the number of people over-flown and the level of noise airport communities are subjected to. It is realistic to say that in some cases the noise impact around major airports can be decreased substantially by using appropriate noise management measures. CREDOS implementation may therefore lead to adapt procedure to avoid increased adverse environmental impacts.


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Airport Operators are mainly concerned by the implementation of adaptations to obtain optimal use of CREDOS operations (re-planning of airport services to airlines concerned).

It should be noted that major Airport Operator in Europe have a significant influence on operational decisions made by Airport ATC for the introduction of new operations or systems that contribute to the efficiency or productivity of airport airside operations and contribute to the ‘attractiveness’ of the airport for major international airlines compared to European peers. Financial role

Airport Operator only supports a small portion of the transition costs but may take a part of the investment costs, for instance for the purchase of new ATM equipment, such as meteorological sensors) that enable CREDOS operations. However these additional costs should be associated to additional revenues linked to increase in the level of collected airport charges, airport taxes and landside expenditure in retail outlets. Other important financial advantages will be linked to the decrease in staff employment cost and the possibility to defer investments in infrastructure that would provide additional capacity.

3.1.4 Aviation Support Services

3.1.4.1 Meteorological services


Meteorological services provide the meteorological forecast to support decision(s) regarding the start/stop of CREDOS operations (when “sufficient” crosswind speed is to be reached).


No direct need or expectation in CREDOS Constraints/impacts on legacy

The provision of improved meteorological forecasting information to support the initiation / termination of CREDOS operations will be most likely enabled by the deployment of specific atmospheric sensors in complement to existing ones (measuring atmospheric surface conditions).


Potential changes to meteorological forecast required for CREDOS will be made under the responsibility of the meteorological service provider of the concerned airport. It should be noted that the deployment decision of new atmospheric sensors in the vicinity of the airport to support CREDOS operations will be largely influenced by Airport ATC (purchaser). Financial role

The cost incurred for potential improvements to meteorological service provision at airport for CREDOS is split between transition and operation costs. These costs will be recovered as part of ATC charges for Aircraft Operators.

3.1.4.2 Ground handlers


Although in charge of services offered to airlines for turn-round operations (e.g. passenger boarding) and directly concerned with the schedule or punctuality of flights, a ground handler is an indirect user of CREDOS operations.


Delays on flights have consequences on airport ground handlers’ activities since they lead them to modify their daily planning when integrating flights delays constraints. This means that delays on flights also delay ground handlers’ services what finally affect negatively their level of productivity.


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On the other hand, increased punctuality and hence greater predictability leads to a higher utilisation of staff resources since rosters can be better organised to meet demand. As a result, staff employment costs will be reduced.

Greater predictability should also lead to less wasted travel by ground vehicles. This will result in less fuel consumption, lower maintenance costs, reduced congestion on the apron and fewer accidents. Constraints/impacts on legacy

The allocation of closer slot times will lead ground handlers to reorganise their rosters to meet demand.


Ground handlers are not directly involved in decisions for flight operations. Financial role Ground handlers will not have to support financially CREDOS implementation and operations. However, they will benefit from the cost savings related to the higher utilisation of staff resources, less fuel consumption, lower maintenance costs, reduced congestion on the apron and fewer accidents.


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3.2 Second Level Stakeholders

3.2.1 Regulatory Authorities


Regulatory authorities provide the regulatory framework for the safe execution of CREDOS operations at a given airport.


When making changes to the legal framework as required by CREDOS (typically aircraft separation standard) regulatory authorities will first consider its impact on the level of safety of airport operations but other factors such as the affordability of CREDOS operations have also an influence. Constraints/impacts on legacy

The development of new separation standards for departure will require the amendment of existing regulations for Air Traffic Services (ICAO PANS-ATM for instance) and for Aviation (JAA Joint Aviation Requirements for Commercial Air Transport for instance). Initially amendments to international regulation may be made for ECAC area (ICAO European region).

It should be noted that amendments to existing ATM regulation follow an approval process with large consultation of ICAO Member States and Business and Professional Associations.


The approval of CREDOS operational concepts and requirements may be done at different stages:

o Locally: by a National regulator

o European wide or globally: through the publication of a ‘standard’ for CREDOS operations encompassing the amendments of existing international regulation for departures, the issue of standard operational procedures and requirements.

It should be noted that the EUROCONTROL Airport Operations Programme is playing a role in the development of regulation for airport operations improvements, such as development of a generic safety case for European airports or the preparation of amendments to ICAO regulations. Financial role

Not applicable.

3.2.2 European ATM Policy-Maker and Sponsor(s)


European ATM Policy Makers and Sponsors develop programmes for the harmonised introduction of changes to the current ATM services. Examples of these programmes are the European Commission Single Sky Programme and the current SESAR programme, which main deliverable is a coordinated plan for changes to European ATM operations and systems in Europe (Master Plan) at 2020 time horizon.

Currently the SESAR JU is being established and formal relations with CREDOS project will be established in order to include proposed changes to departure operations within the SESAR development phase (2008-2013).


When sponsoring CREDOS implementation stakeholders expect a global improvement of the European air transport situation. Sponsors of CREDOS such as the European Commission or SESAR Joint undertaking indeed expect that implementing reduced separation measures will contribute to alleviate airport congestion problems and to decrease the global level of delays in Europe.

They moreover expect that when improving the level of productivity and efficiency of individual nodes of the ATM network CREDOS would also contribute to the global increase of productivity and efficiency of the European air transport required satisfying the growing demand for such transport at the 2020 time horizon.


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None identified.


The role of the SESAR JU in the decision-making mechanisms for European ATM is established. The main instrument for decision making will be clarified the SESAR ATM Master Plan which is expected to be delivered by mid-2008.

Preparatory work to the SESAR Master Plan includes the mitigation of wake turbulence separation minimum as proposed by CREDOS for departures. Financial role

Sponsors such as the European Commission and the SESAR JU play a significant role in the investment-cost-sharing for airports willing to implement operational improvements such as CREDOS reduced separations. Such support will be motivated by the aggregation of improvements at individual airports (network effect) and the benefits observed at European ATM network level (to be confirmed and quantified).

The financial support programmes will need to be clearly identified taking into account the fine-grained analysis of benefits from CREDOS operations (WP4.2.4 and WP5.2).

3.2.3 ATM Industry


ATM industry is related to CREDOS as far as changes to existing ground or aircraft equipment are concerned.

One exception shall be made for aircraft manufacturers, which have to anticipate changes to flight operations rules such as separation standard for the operating manuals intended for Pilots.


As explained in sections 3.1.1 and Error! Reference source not found. , air navigation service providers and Aircraft Operators expect increasing their productivity levels with CREDOS operations. But these operations may require adapting some of the equipments used by these stakeholders, i.e. some ground equipments used by airport ATC and on-board equipment used by Aircraft Operators. As a consequence, manufacturers of these equipments expect that the productive advantages targeted by these two stakeholders will lead them to increase their demand of equipments compatible with CREDOS operations, e.g. atmospheric sensors. Constraints/impacts on legacy

The need of equipments compatible with CREDOS operations will lead manufacturers of these equipments to develop new equipment (as well ground as on-board equipment) of to develop new modules for the existing equipments.


ATM industry may have an influence on choices for flight operations made by Aircraft Operators, such commercial airlines.

Financial role

The ATM industry will benefit from additional revenues due to the selling of the equipment required for CREDOS operations (some ground equipments used by airport ATC and on-board equipment used by Aircraft Operators) or of the adaptation of the existing equipment.

3.2.4 Professional Associations

Relationship with CREDOS Professional associations act on behalf of the first level stakeholders of CREDOS i.e. Aircraft Operators, airport operators, etc. They play a political role that can influence CREDOS implementation.


Expectations of ATM business and professional associations toward CREDOS concern the impacts/benefits that CREDOS operations can have on their sector. These global expectations therefore correspond to the expectations that the individual stakeholders can have: a decrease in the level of delays and an improvement


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in the level of productivity. The main difference relies on the fact that these expectations concern global interests instead of individual ones.

For instance, the European association of airports, Airport Council International Europe, aware of European airports congestion problems, is interested in solutions helping them to optimise their operations (as stressed in the e-communiqué on the consultation on airport capacity launched by the European Commission (Ref 1)). Airport association(s) would therefore expect CREDOS to be one of these solutions.


CREDOS operations do not put direct constraints on professional associations’ activities. However since these associations are composed of CREDOS first level stakeholders, they are also concerned by the constraints these individual stakeholders can have in the frame of CREDOS implementation and operations.


These associations can play an essential role in the decision of CREDOS implementation due to their political power. Their acceptation of CREDOS will play strongly for CREDOS implementation while their refusal can prevent from this implementation.

In particular the role of pilot and ATCO associations in the decision of implementation can be decisive. Reducing the time separation between flight departures will impact the way of piloting when taking off. This means that this reduction will only occur if both the pilot and the air traffic controller are convinced about the safety context of CREDOS. Pilot and ATCO associations will be the favourite way for pilots and ATCO to give their opinion about CREDOS and will therefore play a decisive role in the scope of CREDOS.

Financial role

Although ATM business and professional associations will not be directly involved in CREDOS financial support, their members can have to support operational and implementation costs. It is in particular the case of individual Aircraft Operators or airports.

On the same way, these associations will benefit from CREDOS operations through the potential savings that their members will have thanks to CREDOS implementation.

3.2.5 Air Transport Customers


Air transport customers represent the end customers for CREDOS operations.


The generalised cost of travel takes not only into account the travel fare but also the value of time of travellers or of freight companies. This means that delay time faced by air transport customers, due to flights delays, increase their generalized cost of travel. As CREDOS is expected to help to absorb the demand peaks and improve the flights departures punctuality, air transport customers can expect that CREDOS will help to decrease their generalised cost of air travel. Constraints/impacts on legacy

Decision-making level Financial role Air transport customers will support CREDOS operations since additional costs faced by airlines due to CREDOS operations will be at least partly passed to the customers.

3.2.6 Society


Society is not ‘aware’ of the details of ATM operations but has influence on the overall perspective (increase of air traffic demand, increase of air transport environmental impact).



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Increasing the volume of traffic handled and the number of passengers passing though an airport has a positive social benefit for the local community and the region as a whole since it provides direct and indirect employment opportunities, and brings economic growth through increased inward investment, tourism, business links, etc. Constraints/impacts on legacy Reducing take-off separation times may worsen environmental problems such as in particular noise impacts.


The society can play an important role in the decision of CREDOS implementation since if they estimate that CREDOS could worsen environmental problems (noise, pollution, etc.), regions and local communities and more particularly airport neighbourhood associations will try to prevent its implementation. Financial role If nothing is done to thwart potential additional adverse environmental effects of CREDOS operations, the corresponding cost will be borne by the society.


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3.3 Findings and Recommendations This section presents the main findings and recommendations from the stakeholder analysis.

3.3.1 Relationships with CREDOS Operations

The analysis of “Who is concerned by CREDOS operation?” shows not surprisingly that the main stakeholders of airport airside operations have a direct or indirect link to the successful application of reduced separation on runways.

The view of the impact of CREDOS operations on current airport operations shall be further refined in order to include:

• the different ‘dependency’ chains amongst the users (direct or indirect) that ensures the success of CREDOS operations such as for instance the increased co-operations required (e.g. use of increased runway throughput by airlines during tactical operations).

• potential differentiation of end-customers, such as business travellers vs. scheduled flight passengers

3.3.2 View on Expectations / Needs

The early qualitative analysis of expectations and needs attached to CREDOS operation exposed in the view shows that most CREDOS stakeholders (taking part to the execution of operations) share a ‘common interest’ through the decrease of delays and the increase of airport airside operations productivity. This ‘common interest’ needs to be considered while developing initial communication towards airport stakeholders.

However at this stage of the project, no data exists to justify and size the impact on delays and productivity that CREDOS operations may have.

3.3.3 View on Constraints / Impact on Legacy

The analysis of Constraints / Impact to Legacy shows that the impact is shared amongst the main provider of CREDOS operations, i.e. Airport ATC, its direct users, i.e. the Aircraft Operators and the indirect users and enablers of these operations.

At this stage the weighting of these various constraints and the balance against benefits is not available.

3.3.4 View on Decision-Making Levels

The view on Decision-making Levels for CREDOS shows the particular role of the EUROCONTROL Airport Operations Programme as the facilitator for legal and operational decisions. It is therefore of primary interest during the current phase of CREDOS (development) to clearly set CREDOS as part of the lines of actions of such programme.

In addition the influence of Airlines and Airport Operators towards Airport ATC bodies needs to be taken into account while ‘marketing’ CREDOS operations.

3.3.5 View on Financial Roles

The initial analysis of the financial roles regarding CREDOS implementation shows that the main stakeholders to be considered from the financial perspective are:

o Airport ATC: supports most of transition and operational costs but recovered through ATC charges

o Aircraft Operators, particularly commercial airlines: share collectively the main costs for CREDOS through the increase of ATC charges and financial benefits through the reduction of departure delays

o Airport Operator: does not support a major direct cost but may play a role for the sharing of investment costs

o Sponsors such as the SESAR JU for the 2008-2013 will play a major role in funding investment for improving the ATM network provided that benefits at European level are significant (‘temporary’ increase of runway throughput contributing to the whole European ATM network).


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4 Use of the Segmentation Model

The sections presents a summary of the main observations made in the previous sections and builds a table for the ‘ranking’ of the main stakeholders for the current CREDOS project.

4.1 Main Stakeholders for CREDOS

The initial analysis of CREDOS stakeholders, their individual interests and roles taking into account several aspects addressed by the CREDOS project has been performed (see sections 2 to 3.3.5).

The main stakeholder and their roles have been consolidated by cross-checking the 4 views developed previously. The relative impact of individual Stakeholder interest has been analysed by considering the development and performance of CREDOS departure operations as separate phases:

a) Development of CREDOS operations : encompasses the definition of the operational procedures, ATC working methods, automated system support and their validation at a European level (current phase of the project)

b) Performance of CREDOS operations : covers the execution of departure operations compliant with the CREDOS concept of operations and derived operational, user and system requirements (CREDOS implementation phase)

A relative ranking for the impact of individual Stakeholders has been established and is presented in the following tables.

Development of CREDOS Operations

Stakeholder View Interest

Potential Impact (Major=1 /

Medium = 0.5 / Minor=0)

Relative Priority

Decision-making Role of SESAR JU as a rule-maker for European ATM operations

Major

SESAR JU

Financial Fund deployment of CREDOS at several European airports (feasibility - investment)

Major

2

Expectation Increase in runway throughput for European airports

Major

Constraint Produce integrated packages for implementation of operational improvements at European airports

Medium EUROCONTROL Airport Operation

Programme

Decision-making Coordinates and promotes amendments to international regulation

Medium

2

Execution of CREDOS Operations


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Stakeholder View Interest

Potential Impact (Major=1 / Medium = 0.5 / Minor=0)

Relative Priority

Expectation

Increased runway throughput Major

Constraint Changes to operational procedures and support systems

Major

Decision-level Main decision maker for airport airside operations

Major Airport ATC

Financial Support largely investment – transition – operation costs recovered through ATC charges

Major

(estimate for costs not

available yet)

4

Expectation Decrease in departure delays

Major

(actual size of benefits not

estimated yet)

Constraints Changes to aircraft operational manuals

minor

Decision-making Influences on flight operations and Airport ATC service evolutions

Major

Aircraft Operators

Financial

Share main CREDOS costs through ATC charges and benefits from cost savings due to delay decrease

Major

3

Expectation Increase in airport airside operations productivity and efficiency

Major (but actual size of benefits not estimated

yet) Airport Operators

Constraint Adaptation of airport operations minor

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Figure 4-1: CREDOS Stakeholder Ranking

It shall be noted that this is the result of an initial analysis, which will be further refined during the CREDOS project, in particular to take into account results from cost-benefits analysis (WP4.2.4) and Madrid-Barajas study case (WP5.2).

4.2 Limitation of current Stakeholder Segmentation

The stakeholder analysis presented in the document contains a number of assumptions that will need to be verified or clarified during the CREDOS project:

o Favourable weather conditions to perform CREDOS operations during significant time period and with sufficient notice to adapt traffic demand (re-planning) exist for large European airports

o Benefits of deploying CREDOS at several European airports will be significant for European Aircraft Operators as a whole (network effect)

o No change to avionics will be required for CREDOS operations


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o The costs for implementing and executing CREDOS remain acceptable so that traditional cost recovery through ATC charges remains effective

4.3 Recommendations for CREDOS

The communication material for CREDOS stakeholders developed during the current phase of the project (feasibility) shall be prepared using the generic stakeholder segmentation and refining the proposed stakeholder decomposition either using local/specific information from European airports. As a feed back ‘uncertainties’ will be identified and lead to further refinement of the document.

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