Asmgcs Project Strategy

EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION
EUROCONTROL
A-SMGCS Project Strategy
DAP / APT
Edition Edition Date Status Class
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1.0 30/09/2003 Released Issue General Public
EUROPEAN AIR TRAFFIC MANAGEMENT PROGRAMME
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Document Title A-SMGCS Project Strategy
EWP DELIVERABLE REFERENCE NUMBER: PROGRAMME REFERENCE INDEX: EDITION: EDITION DATE: Abstract 1.0 30/09/2003
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Paul Adamson
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DAP / APT
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DOCUMENT APPROVAL The following table identifies all management authorities who have successively approved the present issue of this document.
AUTHORITY Project Manager A-SMGCS
NAME AND SIGNATURE
DATE
Paul Adamson
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DOCUMENT CHANGE RECORD The following table records the complete history of the successive editions of the present document.
EDITION 0.g 0.h 1.0
DATE 18/10/2002 04/08/2003 30/09/2003
REASON FOR CHANGE Comments from 11/09/2002 meeting Comments from Bengt Collin Correction of English Language Released Issue
SECTIONS PAGES AFFECTED All All
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TABLE OF CONTENTS
1. INTRODUCTION...................................................................................................5
1.1 1.2 1.3 1.4 1.5 1.6 Scope of the document............................................................................................................. 5 Dependencies with other work ................................................................................................. 5 Structure of the document ........................................................................................................ 5 Acronyms.................................................................................................................................. 6 Reference Documents.............................................................................................................. 7 Explanation of terms................................................................................................................. 8
2. CURRENT SITUATION : SMGCS ......................................................................14

2.1 2.2 2.3 2.4 Introduction : ICAO SMGCS manual...................................................................................... 14 Control .................................................................................................................................... 14 Guidance ................................................................................................................................ 15 Low Visibility Procedures (LVP) ............................................................................................. 15
3. NEEDS FOR A-SMGCS .....................................................................................16

3.1 3.2 3.3 Issues of the current situation................................................................................................. 16 EUROCONTROL ATM Strategy for the Years 2000+............................................................ 18 EUROCONTROL Airport Operations Unit Strategy ............................................................... 19
4. A-SMGCS DEVELOPMENT IN EUROPE ..........................................................20

4.1 4.2 4.3 International standardisation .................................................................................................. 20 Operational concept definition, Technological R&D and demonstrations .............................. 20 Initial Operational Implementations ........................................................................................ 21
5. A-SMGCS STRATEGIC OBJECTIVES AND BENEFITS ..................................22

5.1 5.2 A-SMGCS Strategic Objectives.............................................................................................. 22 A-SMGCS benefits ............................................................................................................... 24
6. A-SMGCS OPERATIONAL VISION ...................................................................28

6.1 6.2 6.3 6.4 A-SMGCS definition ............................................................................................................... 28 A-SMGCS environment .......................................................................................................... 30 Actors, Roles and Services in A-SMGCS............................................................................... 32 Areas of change ..................................................................................................................... 35
7. RISKS AND IMPLEMENTATION ISSUES .........................................................38

7.1 Aircraft operators acceptance................................................................................................. 38
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7.2 7.3 7.4 7.5 7.6 7.7 7.8
Airports stakeholders acceptance ......................................................................................... 38 Certification............................................................................................................................. 38 Procedures ............................................................................................................................. 39 Improvement of Surveillance .................................................................................................. 39 Improvements in Conflict Detection and Alert ........................................................................ 39 Improvement of Planning and Routing. .................................................................................. 39 Improvement of Guidance and Control .................................................................................. 40
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1. INTRODUCTION 1.1 Scope of the document

The general objective of an Advanced Surface Movement Guidance and Control System (A-SMGCS) is to ensure the safety and efficiency of airport surface traffic with the increasing density of traffic and in all weather conditions down to cat III landing. The A-SMGCS subjects and specifications have already been tackled and extensively investigated by several organisations such as ICAO, EUROCAE, FAA and EUROCONTROL. The aim of this document is not to re-invent the ASMGCS concept but to propose a strategy for A-SMGCS implementation on the basis of the work that has already been performed by these organisations. The Strategy presents an operational vision on how ATS and the relationships amongst airport stakeholders are expected to evolve through the evolutionary implementation of A-SMGCS. Such a vision encompasses airspace users, ATM stakeholders, airport operators (i.e. pilots, airlines, airport managers, handling operators, apron vehicle drivers). The document also phases the A-SMGCS implementation in compliance with the context of the gate-to-gate ATM network and the related EATMP Programmes as well as the availability of ECAC airport projects and technology such as CDM, AMAN, DMAN, ADS, GNSS etc. Strategy for A-SMGCS Implementation also forms one of the baseline documents for the EUROCONTROL A-SMGCS project. The proposed strategy is complemented by a document titled Definition of ASMGCS Implementation Levels [D2] which identifies the main changes and implementation steps that leads from SMGCS to A-SMGCS in the context of ECAC and in the ATM 2000+ timeframe. The EUROCONTROL A-SMGCS project will focus on level I and II of A-SMGCS implementation. Note: The present document contains a draft version of A-SMGCS strategy in order to support validation activity. The document will be updated according to the validation results.
1.2 Dependencies with other work

The EUROCONTROL A-SMGCS project is based on the work already performed on the subject by ICAO, EUROCAE, projects such as BETA, and early implementations of A-SMGCS in major European airports. The work is performed in collaboration with other EUROCONTROL working groups like HUM (human factors and licensing), AMN (procedures), SQS (Safety, CBA). The documents of the project are also presented to stakeholders through a consultation process in order to collect their comments on the documents.
1.3 Structure of the document

Introduction Chapter 1 describes the purpose of this document, its structure and the associated reference documents.
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Current Situation : SMGCS Chapter 2 provides the description of the Current Situation for SMGCS in the ECAC Area in 2002. Need for A-SMGCS Chapter 3 explains why the implementation of an Advanced SMGCS has become necessary. A-SMGCS Development in Europe Provides, in Chapter 4, an overview of the European work already performed on A-SMGCS. A-SMGCS Strategic Objectives and Benefits Provides, in Chapter 5, a detailed description of the Strategic Objectives and targets which are relevant to A-SMGCS. A-SMGCS operational vision Chapter 6 describes the main evolutions in ATS brought about by A-SMGCS. Risks and Implementation Issues Chapter 7 addresses the Implementation Issues through identifying the risks associated with the implementation of the A-SMGCS and suggests ways to removing or mitigating them.
1.4 Acronyms
ADP ADS ADS-B ANSPs AMAN AOP AOPG AOT A-SMGCS ATC ATCO ATHOS ATM ATOPS ATS BETA CDG CDM CFMU CNS DA VINCI Aroport de Paris Automatic Dependent Surveillance Automatic Dependent Surveillance Broadcast Air Navigation Service Provider Arrival Manager Airport Operations Unit Former ICAO EANPG Aerodrome Operations Group Airport Operation Team Advanced Surface Movement Guidance and Control Systems Air Traffic Control ATC Controller Airport Tower Harmonised Controller System Air Traffic Management A-SMGCS Testing for Operational Procedures by Simulation Air Traffic Services Operational Benefit Evaluation by Testing an A-SMGCS Charles De Gaulle Collaborative Decision Making Central Flow Management Unit Communication Navigation Surveillance Departure and Arrival Integrated Management System for Cooperative Improvement of Airport Traffic Flow
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DEFAMM DFS DMAN DNA EC ECAC ESARR EUROCAE FAA GBAS GLS GNSS GPS HMI ICAO LVP MASPS MLS RTF RVR SMGCS SMR SRC TMA
Development of Demonstration Facilities for Airport Movement Guidance Control and Management Deutsche Flugsicherung Departure Manager French Civil Aviation Agency European Commission European Civil Aviation Conference Eurocontrol Safety Regulatory Requirements European Organisation for Civil Aviation Equipment Federal Aviation Administration Ground based Augmentation System GNSS Landing System Global Navigation Satellite System Global Positioning System Human Machine Interface International Civil Aviation Organisation Low Visibility Procedures Minimum Aviation System Performance Specification Microwave Landing System Radio Telephony Runway Visual Range Surface Movement Guidance and Control Systems Surface Movement Radar Safety Regulation Commission Terminal Control Area
1.5 Reference Documents

[D2] [ICAO-SMGCS] [ICAO-A-SMGCS] [ICAO-Annex14] [ATM-2000+] [AOS-Vol2] [ICAO-4444] [ICAO-7030] [EUROCAE-MASPS] [AOPG-Procedures] [AOP-Req] D2 - Definition of A-SMGCS Implementation Levels ICAO Manual of Surface Movement Control and Guidance Systems (SMGCS) doc 9476-AN/927 First Edition 1986 ICAO European Manual on Advanced Surface Movement Control and Guidance Systems (A-SMGCS) AOPG, Final Draft, Nov 2001 ICAO Annex 14, Volume I, Chapter 8 EUROCONTROL Air Traffic Management Strategy for the Years 2000+, Volume 1 and 2, January 2000 EUROCONTROL Airport Operations Unit, AOP Strategy Volume 2, Proposed Edition, Sept 2001 ICAO Doc 4444-RAC/501 RULES OF THE AIR AND AIR TRAFFIC SERVICES ICAO Doc 7030- European Supplementary Procedures EUROCAE WG-41, MASPS for A-SMGCS, Edition ED-87A, January 2001 ICAO AOPG2, Proposed Implementation of A-SMGCS Procedures and amendments to ICAO Documentation, 2002 EUROCONTROL Airport Operations Group, Advanced Surface
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Movement Guidance and Control Systems Concept Justification and User Requirements, AOT/10 WP3, June 2002 [SRC] Safety Regulation Commission, Aircraft Accidents/Incidents and ATM contribution: Review and Analysis of Historical Data, Edition 2.0, 19 October 2001. European Commission DG TREN, BETA Project Review of Existing Concepts (DERA), Edition 1.0, February 2001 European Commission DG TREN, ATOPS Final Report (DERA), Draft 0.3, September 2000
[EC-BETA] [EC-ATOPS]
1.6 Explanation of terms

This section provides the explanation of terms required for a correct understanding of the present document. Most of the following explanations are drawn from the ASMGCS manual [ICAO-A-SMGCS], the ICAO Annex 14 [ICAO-Annex14] or the EUROCAE MASPS for A-SMGCS [EUROCAE-MASPS], in that case it is indicated in the definition. [ICAO-A-SMGCS] definitions are used as a first option. In general, other definitions are only used where there is no ICAO definition. If not, it is explained why another definition is preferred to the ICAO one. Advanced Surface Movement Guidance and Control Systems (A-SMGCS)
[ICAO-A-SMGCS] definition
Systems providing routing, guidance, surveillance and control to aircraft and affected vehicles in order to maintain movement rates under all local weather conditions within the Aerodrome Visibility Operational Level (AVOL) whilst maintaining the required level of safety. Aerodrome
[ICAO-Annex14] and [ICAO-A-SMGCS] definition
A defined area on land or water (including any buildings, installations, and equipment) intended to be used either wholly or in part for arrival, departure and surface movement of aircraft. Aerodrome movement
[ICAO-A-SMGCS] definition addresses only aircraft movement, we extended the definition to all mobiles.
The movement of a mobile (aircraft or vehicle) on the movement area. Aerodrome Visibility Operational Level (AVOL)
The minimum visibility at or above which the declared movement rate can be sustained. Airport authority
The person(s) responsible for the operational management of the airport. Alert
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An indication of an existing or pending situation during aerodrome operations, or an indication of abnormal A-SMGCS operation, that requires attention/action. Alert Situation
[EUROCAE-MASPS] definition
Any situation relating to aerodrome operations which has been defined as requiring particular attention or action. Apron
A defined area on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance. A-SMGCS capacity
The maximum number of simultaneous movements of aircraft and vehicles that the system can safely support within an acceptable delay commensurate with the runway and taxiway capacity at a particular aerodrome. Conflict
A situation when there is a possibility of a collision between aircraft and/or vehicles. Control
Application of measures to prevent collisions, runway incursions and to ensure safe, expeditious and efficient movement. Cooperative mobile
Cooperative target [EUROCAE-MASPS] definition in which target is replaced by mobile (see mobile definition)
Mobile which is equipped with systems capable of automatically and continuously providing information including its Identity to the A-SMGCS. Note : as several cooperative surveillance technologies exist, a mobile is cooperative on an aerodrome only if the mobile and the aerodrome are equipped with cooperative surveillance technologies which are interoperable. Cooperative surveillance The surveillance of mobiles is cooperative when a sensor, named cooperative surveillance sensor, collects information about the mobiles from an active element of the transponder type which equips the mobiles. This technique allows to collect more mobile parameters than the non-cooperative surveillance, for instance the mobiles identity. The cooperative surveillance may be :
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Either dependant on the cooperative mobile, when the mobile automatically generates the information and transmits it to the surveillance sensor, for instance via ADS-B; Or Non-dependant on the cooperative mobile, when the mobile is interrogated by the surveillance sensor, for instance Mode S Multilateration. Data Fusion
A generic term used to describe the process of combining surveillance information from two or more sensor systems or sources. False Alert
Alert which does not correspond to an actual alert situation. Note : It is important to understand that it refers only to false alerts and does not address nuisance alerts (i.e. alerts which are correctly generated according to the rule set but are inappropriate to the desired outcome). Guidance
Facilities, information and advice necessary to provide continuous, unambiguous and reliable information to pilots of aircraft and drivers of vehicles to keep their aircraft or vehicles on the surfaces and assigned routes intended for their use. Identification
The correlation of a known aerodrome movement callsign with the displayed target of that mobile on the display of the surveillance system. Identity
Aircraft identification [ICAO-4444] definition extended to all mobiles.
A group of letters, figures or a combination thereof which is either identical to, or the coded equivalent of, the mobile call sign to be used in air-ground communications, and which is used to identify the mobile in ground-ground air traffic services communications. Incursion
The unauthorized entry by an aircraft, vehicle or obstacle into the defined protected areas surrounding an active runway, taxiway or apron. Intruder Any mobile which is detected in a specific airport area into which it is not allowed to enter. Manoeuvring area
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That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons. Mobile A mobile is either an aircraft or a vehicle. Note : when referring to an aircraft or a vehicle, and not another obstacle, the term Mobile will be preferred to Target. The term Target will only be used when considering an image of a mobile or other obstacle displayed on a surveillance screen. Modularity
Capability of a system to be enhanced by the addition of one or more modules to improve its technical or functional performance. Movement area
[ICAO-Annex14] , [ICAO-4444] and [ICAO-A-SMGCS] definition
That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting of the manoeuvring area and apron(s). Non-Cooperative mobile
Non-cooperative target [EUROCAE-MASPS] definition in which target is replaced by mobile (see mobile definition)
Mobile which is not equipped with systems capable of automatically and continuously providing information including its Identity to the A-SMGCS. Non-Cooperative surveillance The surveillance of mobiles is non-cooperative when a sensor, named noncooperative surveillance sensor, detects the mobiles, without any action on their behalf. This technique allows to determine the position of any mobile in the surveillance area and in particular to detect intruders. Examples of noncooperative surveillance sensors are the Primary Surveillance Radars. Normal Visibility Visibility conditions sufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance (correspond to visibility condition 1 defined by ICAO [ICAO-A-SMGCS]). Nuisance Alert
Alert which is correctly generated according to the rule set but are inappropriate to the desired outcome. Obstacle
[ICAO-Annex14] and [ICAO-A-SMGCS] definition extended to all mobiles.
All fixed (whether temporary or permanent) and mobile obstacles, or parts thereof, that are located on an area intended for the surface movement of mobiles or that extend above a defined surface intended to protect aircraft in flight. Participating mobile
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Mobile whose identity is known by the aerodrome authority, and likely to move on airport movement areas. As illustrated in the Figure 1-1, a participating mobile is either cooperative or non-cooperative.
ALL MOBILES
PARTICIPATING MOBILES
INTRUDERS Cooperative mobiles
Non cooperative mobiles
Figure 1-1 : Types of Mobiles Protection area A protection area is a virtual volume around a runway, a restricted area or a mobile. This protection area is used to detect an alert situation. For instance, an alert situation is detected when a mobile is on a runway and one or more mobiles enter the runway protection area. Reduced Visibility Visibility conditions insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance (correspond to visibility conditions 2, 3, and 4 defined by ICAO [ICAO-A-SMGCS]). Restricted Area Aerodrome area where the presence of an aircraft or a vehicle is permanently or temporarily forbidden. Route
A track from a defined start point to a defined endpoint on the movement area. Routing
The planning and assignment of a route to individual aircraft and vehicles to provide safe, expeditious and efficient movement from its current position to its intended position. Runway Incursion EUROCONTROL Runway Incursion Task Force definition The unintended presence of an aircraft, vehicle or person on the runway or runway strip.
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Stand
A stand is a designated area on an apron intended to be used for the parking of an aircraft. Surveillance
A function of the system which provides identification and accurate positional information on aircraft, vehicles and obstacles within the required area. Target
[ICAO-A-SMGCS] definition (this definition has been preferred to the [EUROCAE-MASPS] definition)
An aircraft, vehicle or other obstacle, which image is displayed on a surveillance display. Note : when referring to an aircraft or a vehicle, and not another obstacle, the term Mobile will be preferred to Target. The term Target will only be used when considering an image of a mobile or other obstacle displayed on a surveillance screen.
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2. CURRENT SITUATION : SMGCS 2.1 Introduction : ICAO SMGCS manual

Even if some major airports are already equipped with A-SMGCS, most airports still rely on the former concept : Surface Movement Guidance and Control System (SMGCS) as defined by ICAO. The SMGCS as described in [ICAO-SMGCS] consists of the provision of guidance to, and control or regulation of, all aircraft, ground vehicles and personnel on the movement area of an aerodrome. Guidance relates to facilities, information and advice necessary to enable the pilots of aircraft and drivers of ground vehicles to find their way on the aerodrome and to keep the aircraft or vehicles on the surfaces or within the areas intended for their use. Control or regulation means the measures necessary to prevent collisions and to ensure that the traffic flows smoothly and freely. An SMGCS comprises an appropriate combination of visual aids, non-visual aids, procedures, control, regulation management and information facilities. SMGCS concerns the aircraft paths from the landing runway to the parking position on the apron and back again to the take-off runway, as well as other movements on the aerodrome surface such as from a maintenance area to an apron, or from apron to apron. SMGCS procedures are based primarily on the "see and be seen" principle to maintain separation between aircraft and/or vehicles on the aerodrome movement area. These procedures are summarised in the following sections for control, guidance, and low visibility conditions.
2.2 Control
Currently, the surveillance of the aerodrome is performed visually by the ground controller. The operational procedures on the surface of an aerodrome depend on pilots, air traffic controllers, and vehicle drivers using visual observation of the location of the aircraft and vehicles in order to estimate their respective relative positions and risk of collision. Handover of control of flights between ground and aerodrome controllers, where these are separate responsibilities, is done procedurally, by voice, telephone or by electronic means. The aerodrome controller performs taxiway/runway traffic control. The management of runway operations at European airports is currently achieved by a variety of techniques and procedures. Some are very much the product of local conditions and experience and the exploitation of best practices has yet to be fully introduced.
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2.3 Guidance
In the most elementary systems, guidance of movements on the aerodrome surface is manually performed by controllers by giving instructions or manually operating stop bars and taxiway lights. Ground controllers can instruct the flight crew through R/T messages either to take their own route, to follow a sequence of taxi lanes and taxiways or to follow a predefined route to the runway holding point for take off or from the runway exit to the stand after landing. Pilots and vehicle drivers rely on visual aids (lighting, signage and markings) to guide them along their assigned routes and to identify intersections and holding points issued by the controller.
2.4 Low Visibility Procedures (LVP)

For low visibility operations, SMGCS defines the operational procedures that must be followed for surface movements. Procedures vary from aerodrome to aerodrome depending on factors such as ATS regulations and policies, organisational responsibilities, and the aerodrome configuration and facilities. Low visibility SMGCS procedures are followed when decreasing RVR values approach a predetermined threshold (usually 550 m RVR). Notifications are issued to the aircraft operators usually by means of ATIS information. ATM providers and aircraft operators use checklists to implement their respective low visibility procedures. The decrease in capacity is given by ATM providers to CFMU. In low visibility conditions, the following procedures (LVP) are put into operation : Controllers must rely on the pilot's RTF reports to monitor the appliance of its instructions and to identify potential conflicts. Follow-me vehicles, taxiway lighting and/or signage are used to advise flight crew of the taxiway route to follow. Lighting systems, such as stop bars and runway guard lights, are used to assist ATC in controlling access to active runways. In case of lighting systems failures, the manoeuvring area is limited to one aircraft moving at a time. Landing aircraft exit the runway at specific taxiways and follow the taxi instructions from the ground controller for the designated route to the apron When there is no SMR, there is just one taxi route authorised by the ground controller. Access of ground vehicles is strictly controlled and only essential vehicles are permitted on the aerodrome.
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3. NEEDS FOR A-SMGCS

Sources : [AOP-Req] section 9, [ICAO-A-SMGCS] section 2.3
3.1 Issues of the current situation

Despite implementation of SMGCS in the ECAC area, some European airports have faced severe runways incursions lately which ended up as major incidents or accidents. The escalating number of accidents and incidents on surface movements has now become the biggest concern in terms of airport safety. The progressive growth in traffic, the complexity of aerodrome layouts and the increasing number of operations which take place in low visibility conditions are amongst the contributing factors in the increasing number of ground incidents. The existing systems demonstrate weaknesses in coping with the present situation and the future systems should tackle the following concerns and needs. 3.1.1 Degradation of Safety The Safety Regulation Commission (SRC) has recently carried out a study giving an overview of safety data, aircraft accidents and incidents that have occurred in the European Civil Aviation Conference region (ECAC) area over the last twenty years, see [SRC]. As an indicative figure, this study shows that the number of ATM related incidents collected by EUROCONTROL (referring to runway incursions) in the year 2000 were more than double the ones recorded in 1999. The doubling of reported incidents is perhaps also to be related to an increase in the incursion reporting rate (due to the implementation of ESARR2). Safety data for the year 2001 have not yet been published, but are expected to follow the same trend, even if the 11th September events have produced a temporary decrease in traffic. This document also highlights the relative importance of accidents occurring during the taxi phase. Accidents during this phase in Western Europe and North America represent two thirds of the worldwide number of accidents. In addition, the study carried out by SRC presents a list of recommendations on airport layout and infrastructure, based on Join Aviation Authority (JAA) studies. These statistics and recommendations prove the urgency of deploying A-SMGCS throughout Europe. 3.1.2 All weather operation In adverse meteorological conditions, Low Visual Procedures are implemented in airports. Those procedures curtail the ATM overall capacity and impede apron activities especially when airports are not equipped to track ground mobiles. The application of new and emerging technologies will help airports maintain their throughput when visibility is reduced and controllers are unable to visually observe traffic on the manoeuvring and apron areas.
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3.1.3 Technology Deficiencies The major airports in the ECAC area comply with chapter 8.9 of [ICAO-Annex14] which mentions that SMGCS shall be installed in airports according to the traffic density, operation visibility conditions, layout complexity and ground vehicle traffic. The most developed SMGCS in operation are currently based on a Surface Movement Radar to monitor ground traffic movements (see requirements concerning the provision of SMR [ICAO-Annex14]). This technology has presented some deficiencies (loss of the target due to masking, plot clutter due to rain or grass reflection, flight label overlap, etc.) and only a very small number of airports exploit the fusion of data from other surveillance sensors. An even smaller number benefits from flight tracking and correlation with flight plan data. Those elements render the SMGCS surveillance function not very effective which, combined with false alarms from any associated conflict detection and alerting system, cause the ATCO to express a lack of confidence in the system. 3.1.4 Technology Cost Equipment which tracks and displays non co-operative targets currently on the markets is expensive and ATM providers or airports operators tend to reserve such equipment for major airports. Mid-size airports are usually not equipped with a SMGCS which means that controllers and pilots should prevent runways incursions using visual observations and complying with RT reports. The technology cost puts a brake on SMGCS implementation and ATM providers or airports operators expect less expensive ASMGCS. They have high expectations in the actual experimentations, in particular concerning the average cost of marine radar as a non co-operative target sensor for A-SMGCS. 3.1.5 Capacity Optimisation Due to the current capacity shortfall in all the major ECAC airports, it is necessary to put into operation equipment that generates efficient flows of aircraft from/to the runway to allow optimum arrival and departure streams. The A-SMGCS planning / routing and guidance functions are intended to participate in the integration of airport scheduling with flow and capacity management. 3.1.6 ATC procedures In order to cope with the increasing traffic and to enable airports to make the best use of possible capacity set up by the aerodrome infrastructure, current ATCO working practices have evolved. Those local practices such as multiple line-up or conditional clearance have not yet been standardised. Consequently, they are not always taken into account by the current SMGCS. For instance, in a multiple lineup situation cleared by the controller, some conflict detection tools generate alarms. To avoid being continually disturbed by these false alarms, controllers tend to shut down this function in order to cope with the traffic. The new procedures should allow controllers to issue clearances and instructions on the basis of surveillance data alone. A-SMGCS will permit the implementation of these new procedures and shall be aware of them in order to generate alarm only in appropriate situations.
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3.1.7 Aerodrome Activities Coordination The improvement of coordination between all aerodrome activities requires the sharing of operations data between the ATC and all airport operators. In particular, there is a need from the flight dispatch/apron control service perspective to know the availability of stands/parking areas in order to reduce taxi delays to a minimum. A better coordination between ATCOs in charge of the manoeuvring area and the apron area operators will contribute to optimising the airport resources and the flows between both areas . 3.1.8 Conclusions The growing occurrence of runway incursions combined with the relentless traffic increase, the need to improve airport activities in low visibility conditions, the emergence of new ATC procedures associated with the evolution of technology lead to the necessary improvement in the current SMGCS. This improvement sets up the Advanced SMGCS (A-SMGCS). The approach to the implementation of the A-SMGCS technologies and the new procedures needs to be coordinated and harmonised in Europe. This coordination will make the ECAC members concentrate their efforts in aiming at the same objectives so as to faster achieve the A-SMGCS. The harmonisation will reduce the diversity of both embedded and ground equipment for A-SMGCS. It should have a considerable impact on costs. In that sense, EUROCONTROL acknowledged the need of A-SMGCS through its strategies for ATM and Airport Operations.
3.2 EUROCONTROL ATM Strategy for the Years 2000+

One of the main areas for change, highlighted in the ATM 2000+ Strategy, concerns Airport ATC. One of the focus points of the strategy is making the best use of airport airside capacity through the application of new concepts and procedures supported by improved technical systems. The application of the Advanced Surface Movement Guidance and Control Systems concept is considered essential to achieve this objective. This new concept will have to improve traffic management on the movement area by enhancing traffic situation awareness in all weather conditions. To achieve this goal the ATM 2000+ Strategy defines the following issues: Development of systems and tools to improve airport surveillance and traffic monitoring and also to enhance situational awareness in all-weather conditions; providing scaled and modular solutions that meet local traffic requirements; deployment is foreseen at the busier airports around 2005. Introduction of surface conflict detection and alert and guidance systems from 2010 onwards. Definition of A-SMGCS requirements. Integration of A-SMGCS with combined arrivals (AMAN) and departure (DMAN) management systems. Improvement of all weather operations.
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3.3 EUROCONTROL Airport Operations Unit Strategy

The Airport Operations Strategy, derived from the ATM 2000+ Strategy, has been developed with and agreed by Stakeholders, via the Airport Operations Team. The improvement of traffic management on the movement area is a priority task. This issue is considered as a strategic direction for change and includes improvements in all aspects of airport movement area operations such as aerodrome control service and its integration with airport operations, aircraft operations and en route ATM into a truly Gate-to-Gate system. This direction for change includes four Operational Improvements as follows: 3.3.1 Improvement of Aerodrome and Ground Control Service on the Movement Area; This improvement is based on the expediting of arrival and departure traffic flows on runways and taxiways while reducing taxiing time and the risk of collision. Operational benefits are expected in terms of maintaining increased capacity or increasing safety operations, cost reductions and reduced environmental impact with less noise, and less gaseous emissions. Initial benefits already appeared in 2000 and full operational benefits are expected in 2005. 3.3.2 Improvement of Conflict Detection and Alert for the Movement Area; This improvement will consist in the enhancement of tools and procedures for conflict detection and alerting, e.g. runway incursion. Operational benefits are expected in terms of increased capacity, maintaining or increasing safety of operations and cost reductions. ATCOs, pilots and drivers will be able to use tools to help them maintain situational awareness of all traffic on the movement area in all weather conditions. 3.3.3 Improvement of Planning and Routing on the Movement Area; This improvement will consist in the enhancement of planning and routing tools in order to ease aerodrome control service to inbound and outbound air traffic flows. Operational benefits are expected in terms of increased capacity, maintaining or increasing safety of operations and cost reductions. ATCOs and vehicles drivers will be able to use tools to help them to increase planning and routing capacity. Initial benefits will appear in 2005 and full operational benefits are expected in 2012. 3.3.4 Improvement of Guidance and Control on the Movement Area; This improvement will consist in the enhancement of the guidance and control functions for taxiing aircraft and moving vehicles on the movement area, based on a fully automated conflict detection and alert. Operational benefits are expected in terms of increased capacity, maintaining or increasing safety of operations and cost reductions. Traffic will be automatically guided and controlled from the stand/gate to the holding point and arriving flights will be guided and controlled automatically from the exit taxiway to the stand/gate.
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4. A-SMGCS DEVELOPMENT IN EUROPE

Historically the concept of A-SMGCS was introduced at the end of the 1980s following the increase in airport traffic and in runway incursion incidents. ASMGCS development in Europe is performed through several type of activities.
4.1 International standardisation

ICAO has defined the operational needs for A-SMGCS in general terms and has described a modular system with several functions. These functions are designed to support the safe, orderly and expeditious movement of aircraft and vehicles on aerodromes, according to visibility conditions, aerodrome complexity and traffic conditions. The ICAO Aerodrome Operations Planning Group, Project Team 2, (AOPG-PT2), in November 2001, submitted the final draft of the European Manual on A-SMGCS (version 10) for official approval [ICAO-A-SMGCS]. EUROCONTROL through the En-route strategy for the 1990s and EATCHIP programme has developed concepts and requirements for computer-based tools for assisting air traffic controllers at airports with the management of departing and arriving aircraft (DMAN and AMAN). Through the ATM 2000+ Strategy and the Airport Operations Strategy (in particular [AOS-Vol2]), the gate-to-gate operations concept has been elaborated and a procedure/standard/technical framework for the improvement of services in the manoeuvring area has been identified. Following ICAO, EUROCAE has initiated a development of a modular systems together with associated performances (see [EUROCAE-MASPS]) Airport Council International (ACI) has also contributed to the previous activities by involving the major European airports.
4.2 Operational concept definition, Technological R&D and demonstrations

Based on the ICAO manual, a number of projects has been launched by the European Commission DG TREN to derive operational concept(s) and perform evaluation through simulations or operational demonstrations. Parallel with operational concept development, industrial partners have tackled the technological aspect of A-SMGCS in two ways : 1. Evaluation of all existing and future candidate technologies to be used in ASMGS implementation : this covers several domains of CNS (Radar, Mode S, ADS-B, GNSS) and also other systems using optical sensors or systems 2. Compatibility assessment of the candidate technologies and the way they could collaborate and complement each other through data link communications and data fusion. In 2000 EC DG TREN launched the BETA Project ([EC-BETA]) aiming at assessing A-SMGCS benefits through extensive field trials. Qualitative and
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quantitative operational benefits for A-SMGCS users have been demonstrated at significant airports and derived system requirements analysed in order to complete the [ICAO-A-SMGCS] manual. A number of other projects have contributed to A-SMGCS development, amongst them : DEFAMM : evaluation of co-operative surveillance sensors (Mode S multilateration) ; ATHOS : prototype of ATC controller HMI ; MANTEA : evaluation of decision support tools, in particular for hazardous situation detection ; DAVINCI : evaluation of sequencing tools integrating arrivals and departures.
4.3 Initial Operational Implementations

Some of the major airports in Europe have initiated the implementation of ASMGCS but with different operational concepts and approaches. As Examples : Frankfurt Airport : TACSYS/CAPTS surveillance system includes a X-Band SMR, a Millimeter wave SMR, CAPTS Multilateration system capable of ADS-B, no vehicle tracking. Paris CDG : AVISO system includes surface radar ASTRE, vehicle positioning system SYLETRACK, anti-collision system SALADIN, developed by DNA and ADP (www.stna.dgac.fr). Stockholm ARLANDA : X-band radar system and ADS-B transponder for aircraft and vehicle localisation and identification, runway incursion detection provided by HITT (www.hitt.nl). Brussels National (Zaventem) : use of SMR and Mode-S Multilateration is planned for surveillance, alerting tools . Heathrow Airport : use of SMR and Mode-S Multilateration, runway incursion detection. Zurich Airport : implementation of Mode-S Multilateration is planned. Amsterdam Airport
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5. A-SMGCS STRATEGIC OBJECTIVES AND BENEFITS 5.1 A-SMGCS Strategic Objectives

The strategic objectives of the A-SMGCS are to optimize the airport capacity in maintaining or even increasing safety of operations, minimizing the costs and the impact on environment. 5.1.1 Safety The objective is to minimise the air navigation services contribution to the risk of an aircraft accident as far as is reasonably practicable. The target will be to improve safety levels by ensuring that ATM induced accident and incident rates do not increase and, wherever possible, will even decrease. It will be achieved through the assessment and mitigation of the risks associated with the introduction of changes in technology and operations. A-SMGCS is the main element in achieving the safety objective. A-SMGCS will provide surface traffic awareness to aircraft pilots, vehicle drivers and controllers, and will detect runway incursions or other potentially dangerous situations. Equipped with A-SMGCS, the airport actors will have a better awareness of the surrounding traffic and will be alerted to dangerous situations. Moreover, the guidance of mobiles on safe routes in the frame of A-SMGCS will reduce the number of dangerous situations in which a driver or a pilot is lost or is not in the place he thought he was. The improvement of safety could be monitored by the occurrence of runway incursions which is, by far, the most dangerous and hazardous situations for planes and passengers. The occurrence of runway incursions represents an efficient and reliable key performance indicator for ground safety management. 5.1.2 Capacity As stated in the EUROCONTROL ATM 2000+ Strategy [ATM-2000+], capacity is a complex mix of access to airports, airspace and services, predictability of schedules, flexibility of operations, flight efficiency, delay and network effects. The strategic objective regarding airport capacity is stated so as to enable airports to make the best use of possible airside and landside capacity, as determined by the infrastructure in place, political/environmental restrictions and the economic response to the traffic demand. New systems and procedures for improving runway capacity management, in the context of the constraints imposed by the en route, TMA, ground movement and gate environments are required. All-weather capacity requires particular attention and the application of measures, new concepts and procedures based on emerging technologies, such as enhanced vision systems needs to be addressed. A-SMGCS will contribute to achieving this strategic objective through a better use of the airport resources : better surveillance will not impose a decrease in ground movements in bad weather conditions and mobiles will be guided on to more efficient routes considering the interests of all parties. This will be done in
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coordination with AMAN, DMAN and other airport actors or systems. The target is to provide, under normal circumstances, sufficient airport handling capacity to accommodate the demand at typical peak periods, as much as possible independently of the weather conditions, without imposing significant operational, economic or environmental penalties. This means enhancement of the overall number of aircraft movements at airports in the ECAC area. The measurement of airport delay due to ground taxiing and operations, especially during adverse ground visibility, will constitute an efficient key performance indicator of the A-SMGCS impact on capacity. 5.1.3 Economics/Cost-effectiveness The economic strategic objective is to minimise the direct and indirect airport and mobile A-SMGCS-related costs per aircraft operation. In particular, it means that each airport will not implement the same A-SMGCS in terms of cost according to the number of aircraft operations. The cost-effectiveness is the ability to provide an agreed level of service at the least cost over the long term, given safety and environmental constraints. The coordination and harmonisation of the A-SMGCS implementation in Europe will contribute to its cost-effectiveness. 5.1.4 Environment The steady growth in air travel demand leads to more intense aircraft operations at and around airports, where they are most noticeable to the public. Even though aircraft have become less noisy over the past two decades, the compounded effects of more movements over longer periods of the day and night have increased the disturbance. This has fuelled the resistance in the population living in the vicinity of an airport to further expansion of the facility and its operations. At the same time there is greater awareness of citizens rights and political influence through action groups. This trend is expected to become stronger in the near future. At a local level, this may turn into a volatile mix bearing a substantial risk for the sustainability of further airport expansion and traffic growth. If not handled with political skill, great care, courage and sincerity, the environmental factor will stand in the way of further growth until the advent of newer and quieter aircraft/engine combinations. It is important in this context that airports actively address the environmental issue before it becomes a real problem. Once the confidence and goodwill of those living within the vicinity of the airport have been lost it will take a long and costly battle to restore them. The environmental protection requirements are expected to become the most important constraint to the further growth of commercial aviation. The strategic objective is to sustain the expansion of airport airside capacity despite more stringent environmental requirements through : a) new technology application; b) improved procedures; c) better utilisation of improved aircraft operational capabilities. A-SMGCS will contribute to attaining the overall environmental target in order to mitigate the environmental impact of noise and gaseous emissions at and around
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airports. The key performance indicators shall be, for instance, the average taxiing time and the average holding time.
5.2 A-SMGCS benefits

The achievement of the A-SMGCS objectives will bring benefits to the majority of Airport Stakeholders. Dependence on airport data and parameters such as the traffic demand and ATC capacity but also the intricacy of the runway and taxiways layout and even the average weather conditions make the evaluation difficult. Determination of benefits generated by a A-SMGCS is being carried out through the EC BETA project (2000-2002). This section describes qualitatively all the potential benefits which could be drawn from the use of a A-SMGCS even if those benefits will not all be provided for a given airport. Benefits identified cover both the ATS providers viewpoint and the Airlines viewpoint. 5.2.1 ATS providers viewpoint
5.2.1.1 Safety
The utilisation of A-SMGCS contributes to the improvement of safety in the air traffic control service. The improvements made concern the following points: 5.2.1.1.1 Ground traffic picture The A-SMGCS aptitude of displaying on a screen the exact picture of the ground traffic provides the ground controller with an accurate traffic situation. This capability enhances the controllers situation awareness and improves overall ATC safety. In good weather conditions, the A-SMGCS can be used as a backup to what the ground controller sees from the tower window. It allows the ground controller to spot more easily the vehicles which could sometimes be difficult to detect with the naked eye especially when the taxiway and runway layouts are very intricate. In adverse visibility conditions, the use of a A-SMGCS allows the ground controller to provide the same quality of control as in good weather conditions. To illustrate the previous statements, there are reported cases of bad weather conditions during which collisions between aircraft and vehicles were or could have been prevented thanks to the use of a A-SMGCS . The most frequently quoted incidents related to adverse weather conditions are : Planes backtracking on a runway (without informing air traffic control) when others are cleared to land or takeoff, Aircraft and airport service vehicles lost on the runways, thus requiring the airport to close down for a time, Runway confusion by the pilots,
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Runway vehicle intrusion as a result of a mistake or a control misunderstanding.
A-SMGCS will reduce the number of accidents as mentioned above. 5.2.1.1.2 A-SMGCS additional information A-SMGCS-indicated parameters such as speed, heading and identification of moving aircraft and vehicles allow controllers to better anticipate the intentions of ground traffic. This enhanced anticipation is a factor in traffic conflict reduction and in ATC safety improvement. 5.2.1.1.3 Conflict detection function The A-SMGCS conflict detection function and notably the runway incursion monitoring will allow conflicts to be anticipated and the controller to focus his/her mind on the dangerous situations. The controller will have the possibility of communicating this conflict detection alarm to the moving mobiles. This will contribute to the improvement of ATC safety.
5.2.1.2 Air traffic controllers workload

The A-SMGCS automatic assistance functions are believed to lessen the ground controller workload through automatic position reporting without voice intervention. In adverse visibility conditions, due to the problem of providing adequate ground surveillance, the ground control which is based ordinarily on a tactical control process is converted into a procedural control process. This conversion greatly increases the controller workload and hinders the ATC capacity. The ability of guiding and controlling the aircraft by means of a A-SMGCS would maintain the tactical control capability and would thus curtail the controller workload. On the other hand, particular attention should be paid to false alarms which disturb the controller and increase his/her workload.
5.2.1.3 Capacity
The improvements in airport capacity due to the use of A-SMGCS are essentially experienced in low visibility conditions during which the ground controller with the support of a A-SMGCS could maintain a tactical control process and help to maintain throughput of the ground position to cope with the runway capacity increased by new landing systems (MLS, D-GPS, etc.). Since the procedures that would be developed as part of A-SMGCS will go handin-hand and will be compatible with the implementation of MLS or other landing procedures, the use of an A-SMGCS will reduce the ATC aircraft separation in adverse visibility conditions and thus the capacity limitations at the runways. In those visibility conditions, it has been noticed that the airport capacity given to CFMU is higher when an A-SMGCS is in use than the one given when the ASMGCS is not in operation. The magnitude of A-SMGCS on the capacity during adverse weather conditions has to be examined airport by airport as the ground capacity limitation depends
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greatly on the complexity of the ground layout (intricacy of airport tracks, taxiways and runways) and on the local LVP implementations. In standard weather and visibility conditions, progressive flow and capacity management improvements, bringing a gradual shift from demand management to capacity management through the use of CDM in which A-SMGCS is taking part, may enhance the use of available airport capacity. 5.2.2 Aircraft operators viewpoint
5.2.2.1 Airlines operation

An A-SMGCS display could provide the airlines with real time flight data or planned flight movements. This information would permit a refined anticipation of the turnaround operations and thus make a positive contribution to airline fleet management.
5.2.2.2 Taxiing time

The improved co-ordination between Ground, Aerodrome & Approach control and the global view of the landing and departing aircraft should increase the controllers ability to anticipate any ground traffic congestion situation and to smooth the global taxiing traffic. As a result, for a given airport, the overall taxiing time should be shortened.
5.2.2.3 Delay reduction, diversion avoidance

Under specific circumstances, mainly when the ground controller encounters difficulties in establishing visual contact (night, low visibility conditions, hidden areas, etc.) with taxiing aircraft, the use of a A-SMGCS could allow the airport to maintain throughput. In some cases, especially during low visibility conditions, ASMGCS allows the ground controller to track aircraft on the manoeuvring area. This increases controllers awareness of traffic situation and consequently allows them to handle more aircraft. For a fixed demand from the airlines, the provision of extra capacity brings about a reduction in total delays. This reduction of total delays would be particularly substantial in adverse weather conditions during which ATC capacity is curbed. In some cases, it could even prevent some aircraft from flying in holding patterns and would thus reduce the risk of diversion. 5.2.3 Vehicles operators viewpoint
5.2.3.1 Safety
A-SMGCS will also provide safety benefits to drivers equipped with a surveillance and alert system. For instance, it could prevent ground drivers from entering airports hazardous or restricted areas without authorisation, such as taxiways and runways.
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5.2.3.2 Operations efficiency

Information (identity, position and progress of aircraft and ground vehicles, etc.) provided to airport operators and airport management service providers would facilitate the gate/stand occupation for arrival and departure management and turn-around operations. It would also permit a refined anticipation of the operation provisions and thus improve operation management, for instance handling and dispatching. Moreover, in case of accidents, fire-trucks or other emergency vehicles equipped with a surveillance and guidance system could reach the accident more quickly and more safely.
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6. A-SMGCS OPERATIONAL VISION

The operational vision aims at presenting A-SMGCS implementation from a users point of view, i.e. to expose the main evolutions expected in Air Traffic Services.
6.1 A-SMGCS definition

Targeted A-SMGCS implementation is for a large / medium-size airport in the ECAC area and in the timeframe of ATM2000+ Strategy (2000-2010). A-SMGCS concept has been extensively investigated by Operational Experts. On the basis of [ICAO-A-SMGCS], the gist of the ultimate level of A-SMGCS implementation is presented by the following comprehensive definition of the A-SMGCS functions : Surveillance, which provides controllers, and eventually pilots and vehicle drivers, with the situational awareness in the movement area. The objective is that both identity and position of all traffic should be provided, with an adequate update rate to give a continuous flow of traffic information. The surveillance function provides the controller position with a display of the graphical view of the airport and with the positions of all the mobile objects (aircraft and vehicles) located on the airport surface. It also provides identification and labelling of authorised movements and coping with moving and static aircraft as well as vehicles within the coverage area of the surveillance function. As specified by ICAO, the need to cover the movement area is recognised, but the existing technology allows concentrating only on the manoeuvring area. However, as the need to track aircraft on the apron is confirmed by a majority of stakeholders because of push-back responsibility, the surveillance function should also identify the aircraft in the apron area. In the short term, A-SMGCS should not cover the apron area except for aircraft. To achieve this objective a system providing co-operative surveillance is likely to be required. For co-operative surveillance, targets need to be equipped with a means of communicating position and identity information to the A-SMGCS. It is also essential that some means of surveillance is available to enable the system to detect non co-operative targets including obstacles. As shown in fig n1, the Surveillance element for an A-SMGCS may comprise several sensor systems. The information from these systems will be combined by a data fusion process to provide a comprehensive surveillance package. Routing, through which manually and eventually automatically, a more efficient route is designated for each aircraft or vehicle. This function allows for a change of destination at any time, and for a change of route to the same destination. It is capable of meeting the needs of dense traffic patterns at complex aerodromes and does not constrain the pilot's choice of a runway exit following the landing. A phased implementation of A-SMGCS will allow improvements to the routing function.
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Guidance, which gives pilots and drivers clear indications to enable them to follow an assigned route. This function provides guidance necessary for any authorised movement and is available for all possible route selections. It enables all pilots and ground vehicle drivers to maintain situational awareness of their position on the assigned route. It allows monitoring of the operational status of all guidance aids and provides on-line monitoring with alerts where guidance aids are selectively switched in response to routing and control requirements. Control, through which conflicts and collisions are prevented. This function provides alerts for incursions to runways and activates protection devices (e.g. stop bars or alarms). A-SMGCS, automated situation control is provided by the system detecting runway incursions, taxiway alert situations and other hazardous scenarios, and generating warnings to the controller and possibly directly to the pilots and/or vehicle drivers concerned. Where the system includes automated route planning, the Control function will have to compare the actual route of an aircraft or vehicle with its planned route and give an alert in the case of nonconformance. The Control function does not replace the controller, but gives him/her automatic assistance in his/her control task. As shown in Figure 6-1 taken from [EUROCAE-MASPS], a supporting planning function should be introduced in order to achieve the maximum benefits of each level of A-SMGCS implementation. This function provides strategic, pre-tactical and tactical planning.
Figure 6-1 : A-SMGCS functions (EUROCAE MASPS) A phased implementation of A-SMGCS will allow progressive improvements to all four A-SMGCS functions. The different levels of implementation of A-SMGCS are presented in another document (Ref. [D2]).
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6.2 A-SMGCS environment

The management of complex traffic flows may require an A-SMGCS to function as a surface management system with responsibilities for providing for the planning and management of all aircraft and authorized vehicles on the movement area, interfacing with the ATM-system and will form part of the global Communications Navigation Surveillance Air Traffic Management (CNS/ATM) concept in terms of supporting gate-to-gate operation, rather than merely being used to provide guidance and control to individual aircraft and vehicles. That is the reason why, as understood in the paragraph 6.1 and depicted in the diagram below, A-SMGCS impacts all the airport stakeholders.
Collaborative Decision Making Arrival Management Departure Management Airport Management
Times of arrival Times of Departure Stand allocation Runway / Taxiway status,
A-SMGCS Planning / Routing

Alert events Traffic situation
Assigned routes
Guidance
Conflict resolutions
COntrol
Surveillance Other sensors Navigation (GNSS,)

Mobile Position Mobile Parameters Automatic Dependant Surveillance
Voice And Data Link communication

Alerts, guidance,
MOBILES
Figure 6-2 : A-SMGCS Context 6.2.1 Surveillance Improvements in surface traffic management in all-weather operations require accurate and reliable surveillance data. This data is provided by independent or cooperative sensors, e.g. primary and/or secondary radar sources and/or ADS-B technology. 6.2.2 Navigation When A-SMGCS uses surveillance data coming from cooperative mobiles (for instance ADS-B), navigation systems like GNSS are required to provide an accurate position of each mobile. Moreover, A-SMGCS are dependent on the landing rate which will be increased thanks to new navigation systems like MLS, or GLS.
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6.2.3 Communication Communications are, of course, an important element in A-SMGCS. Communications will migrate to a mix of voice and data link capabilities with automated data communications between system components that move situation information between the users, including from the ground to the cockpit. While voice communications will continue to be used for manoeuvring traffic, where the inherent "party line" aspects are necessary for maintaining situational awareness and avoiding blunders, data link technologies will be used to collect surveillance data and to send alert, guidance and routing information to the pilots and drivers. 6.2.4 Collaborative Decision Making (CDM) Although A-SMGCS mainly concerns the manoeuvring area which is used by aircrew under the responsibility of the ATCO, A-SMGCS is not a stand-alone activity for ATM and pilot. Information has to be shared between the airport actors and systems in order to improve the efficiency of each one. For example, the following information could be of interest for the dispatch/apron management services: the identity, position and progress of aircraft including aircraft in tow ; the identity, position and progress of ground vehicles whose movements might conflict with aircraft movements ; the presence of temporary obstacles or other hazards ; the operational status of elements of the system in order to better manage the available stands/parking areas, by reducing taxiing delays to a minimum and optimizing the services offered by handling and dispatch companies to aircraft. Therefore, from the flight dispatch / apron control service perspective, there will be a need for improved sharing of information concerning situational awareness on the ground.. Consequently, A-SMGCS takes part in the Collaborative Decision Making process in an aerodrome. It means that the decision-making process at the airport is carried out through a collaboration between all actors and systems such as Arrival Management, or Departure Management. Surface traffic planning automation functions will be integrated with approach/departure operations and will support time-based air traffic management concepts. For arrivals, the arrival sequence for each runway and also the stand assignment will be used to make accurate estimates of arrival times at the stands. It is not clear today if the Route Planning function is part of A-SMGCS, DMAN or both. This information will improve aircraft handling and turn-around time. For departures, engine start-up and push-back times can be coordinated according to CDM applications turn around process and the milestones approach (events that determine the readiness of the aircraft and increase situational awareness) leading to optimum departure sequencing, taking into account the planned route and departure fix loading. Also, aerodrome configuration changes will be implemented more efficiently, thereby minimizing any impact on the aerodrome utilisation rate.
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Arrival Management
Departure Management
A-SMGCS Airport ATM
Airport Management
Airline Management
Figure 6-3 : Collaborative Decision Making For instance, in order to determine a more efficient route on the ground for each aircraft, the routing function of the A-SMGCS needs at least the following data : Times of arrival from the Arrival Management ; Times of departure from the Departure Management ; Stand allocations from the Airport Management ; Airport constraints (runway status,) from the Airport Management.
The ultimate A-SMGCS should be designed so that controllers, pilots, vehicle drivers, airlines, emergency services as well as airport and regulatory authorities draw useful information from it. It could be concluded from the previous elements that A-SMGCS has to be modular to adapt to the needs of different aerodromes, to make improvement easier and to be open to being capable of interfacing with other systems in order to exchange information with all parties concerned.
6.3 Actors, Roles and Services in A-SMGCS

As stated in chapter n2, the current, most developed SMGCS in operation perform the following three main functions : the surveillance and the Control functions provided only to ATCOs (i.e. not to pilots or drivers).
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the guidance function provided manually by ATCOs through R/T instructions and clearances and by operating stop bars and taxiway lights (when such a facility is provided).
The evolution from SMGCS to A-SMGCS implies re-assessing the role of the airport actors in A-SMGCS operations and the dividing up of operations into services achieved by actors and automated systems. This assessment is presented in the following tables: 6.3.1 Actors and respective role A-SMGCS actors represent airport stakeholders who take part in A-SMGCS operations as a user or contributor. The following table describes the current respective role of the actors in SMGCS and its evolution through A-SMGCS implementation.
Actor
Role in SMGCS
Evolution in A-SMGCS
Control of all vehicles and aircraft Sharing of the Monitoring/alerting tasks with movements in the manoeuvring area : pilot and ground vehicle drivers. ATCO ATCO clearances and instruction to all Delegate some of his tasks to pilots and mobiles for all movements, monitor drivers on the basis of surveillance data and traffic situation with respect to safety. through specific operational ATM procedures: conditional clearances, multiple Monitoring/alerting of the traffic alignment, situation mainly by visual means. Plan and sequence inbound / outbound traffic using automated support. Assistance to pilot for route planning with an automated tool. Possible delegation to an automated system
Co-ordination of the transfer of control responsibility with adjacent ATC Units Route planning not in operation.
ATCO
Guidance of all traffic on the manoeuvring area by R/T.
Aircrew / Pilot
Navigate aircraft in the manoeuvring area Increased decision role (delegation from following ATCO instructions and ATCO). Automated support for aeronautical aeronautical information provided by information (DL information). NOTAM, ATIS. Sharing the monitoring and alerting task with ATCO and the assistance of automated support. Situation awareness provided by real-time situation awareness tool. Monitor surrounding traffic to prevent collision by visual and R/T means. Taxiing in accordance with ATCO Taxiing in accordance with ATCO clearance. clearance. Guidance with the help of visual Guidance assisted by real- time guiding aids and paper documentation. system.
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Actor
Role in SMGCS
Evolution in A-SMGCS
Vehicle driver
Drive vehicle in the manoeuvring area Increased decision role (delegation from following ATCO instruction and ATCO). aeronautical information provided by ATIS. Sharing the monitoring and alerting task with ATCO and the assistance of automated support. Situation awareness provided by Monitor surrounding traffic to prevent real-time situation awareness tool. collision by visual and R/T means. Taxiing in accordance with ATCO Taxiing in accordance with ATCO clearance. clearance with the help of visual aids and Guidance assisted by real time guiding indications. system.
Airline
Plan fleet gate-to-gate movements.
Collaboration decision making with ATC and Airport Operator to plan airport movements. Collaboration decision making with ATC and Airport Operator to plan airport movements, allocation of gates and assistance resources. Collaboration decision making with ATC and Airport Operator to plan airport movements.
Handling Plan assistance and handling to aircraft. and dispatch companies Airport Operator Plan stand / gate occupancy
The intermediate levels of implementation between SMGCS and A-SMGCS are presented in another document (Ref. [D2]). 6.3.2 Services The following services are the building blocks of A-SMGCS implementation. They result in a collaboration between actors and automated systems. Definition of A-SMGCS Services Control Guidance
Guidance of aircraft vehicle movements. Objective Provide a ground traffic situation, i.e. position and identification of all mobiles in all visibility conditions. Detection of potential hazardous situations and generating alert to the involved actors. and
Surveillance
Route Planning
Prepare and maintain a planning for aircraft movements from stands / gates to runway and vice-versa. Prevent potential conflicts (bottlenecks)
Advisory about best : safest, shortest routing. Support separation of mobiles on LVP conditions.
ATCO for the manoeuvring area as soon as possible. Pilot and ground vehicle drivers for manoeuvring area at a later stage of implementation. Handling and dispatch companies, airlines, airport operators for the apron area at a later stage of implementation.
ATCO Pilot and ground vehicle drivers through ATCO alert or through an automated system at a later stage of implementation. Pilot and driver ground vehicle
ATCO Airlines Airport Operator Handling and dispatch companies
Users
ATCO (co-ordinator of the service)
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Surveillance
Combined Sensors : Independent sensors: SMR
Definition of A-SMGCS Services Control Guidance
Route Planning
Co-operative sensors: Mode-S multilateration Enabling Services or Systems ADS-B ground station, GNSS + Datalink equipped vehicles Other complementary sensors : video cameras, optical barrier Data Fusion: With FDPS, approach primary radar, secondary radar. HMI
Surveillance service Detection tools (hardware and software) Generations communications alarm. HMI and of
Surveillance service Enhanced with planning service Taxiway lighting On-board equipment and ground infrastructure HMI Route
Planning systems : AMAN, DMAN Stand / gate planning system Fleet planning HMI
Note : The technologies mentioned in the table above are not exhaustive, but are only examples.
6.4 Areas of change

The implementation of A-SMGCS requires a significant evolution in todays operations. These can be broken down into the following areas of change : 1. Surveillance of Ground Movements The improvement of safety in surface movements requires the introduction of automated systems for the localisation and identification of aircraft and vehicles in the manoeuvring area in connection with TMA surveillance systems. Such systems are intended to complement visual information of the ATCO, especially when visibility is reduced. 2. Rules of Ground Movements The evolution from the seen and be seen principle requires first the definition of a new set of operational rules to be applied by ATCOs, pilots and vehicle drivers on the manoeuvring area, and in particular in reduced or low visibility conditions. This includes : Definition of procedure to use A-SMGCS such as a surveillance system for positioning and identification of all mobiles in the manoeuvring area. Definition of rules for authorised mobiles and movements on the manoeuvring area; for instance, procedures for identification of vehicles in all visibilities, issue of conditional clearances, multiple line-up. Some Procedures have been proposed by EUROCONTROL in [AOPG-Procedures]. In the final step of ASMGCS evolution, the definition of separation rules depending on mobile dimension is also to be considered in the ultimate steps of A-SMGCS implementation. Definition of the conditions in which such procedures can be applied (weather, system status etc.)
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3. Pilot and ground driver in the safety loop From the pilots perspective, the challenge will be to provide improved guidance, particularly in low visibility conditions, without increasing the workload as the volume of traffic grows. However, the main contribution of an A-SMGCS is the increase in ground traffic situation awareness for aircrews and ground vehicle drivers who play the same role as the ATCO in the ground safety loop. Basically, a ground accident occurs when an aircraft is passing through the safety loopholes made by ATC procedures. When provided by A-SMGCS with a ground awareness situation, the pilot and ground vehicle driver could detect, and thus prevent, a ground accident situation which would not have been detected and prevented by ATC procedures. As shown in figure n3 below, pilots and ground drivers constitute a second protection shelter against ground accidents Since a ground accident situation occurs by the aircraft passing through the loopholes of both shelters, the pilot and vehicle drivers ground traffic situation complements the protection shelter already provided by the ATCO, ATC procedures and sundry sensors.
NO DETECTION FROM AIR TRAFFIC CONTROL GROUND DETECTION/AWARENESS
PROTECTION SHELTER
Air Traffic Control Ground Radar
Pilots -Driver awareness
ACCIDENT
Figure 6-4 : Ground Movement Protection Shelters 4. Ground Safety Nets In circumstances when operational rules are broken, automated tools adapted to ground hazardous situation detection will inform ATCOs, pilots or vehicle drivers about potential hazardous situations and warn them in due time to take urgent actions. An important issue in order to avoid disturbing actors (false alarms) is the fine adaptation of decision support tools to the context of airport operations and to local adaptation to operational rules. This includes the automatic detection of : Unidentified or unauthorised aircraft / vehicle on the manoeuvring area, Prohibited movements : e.g. runway incursion, aircraft on a closed taxiway,
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Risk of collision between aircraft and vehicles 5. Efficiency of Ground Movements Implementation of A-SMGCS operations also aims at contributing to gate-to-gate operations as well as to other airport actors (airlines, airport operator). Therefore the introduction of a planning of ground movements is required. It would take into account needs from arrival departure ATC controllers (in particular CFMU slots), airport operator for stand / gate management, airlines for fleet planning (hub connections, turn around), as well as the needs for airport resource management (maintenance, capacity management).
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7. RISKS AND IMPLEMENTATION ISSUES 7.1 Aircraft operators acceptance

The co-ordination and harmonisation of the A-SMGCS implementation in Europe will contribute to its cost-effectiveness. However, one major risk of the A-SMGCS implementation success lies in the aircraft operators willingness to retrofit their aircraft avionics to comply with A-SMGCS requirements. If aircraft operators do not acknowledge the cost effectiveness of A-SMGCS, they will be reluctant to buy the necessary capital expenditure required on avionics and will therefore jeopardise the overall A-SMGCS benefits to aircraft operators. This risk is all the more tangible that aircraft operators face a severe financial crisis The development of ASMGCS business case will be completed in order to remove possible reluctance on the part of aircraft operators.
7.2 Airports stakeholders acceptance

There are background studies and ATM experiments which have to be taken into account for A-SMGCS : current operational practices, existing and future ATM functions, Human Machine Interface, safety regulations and limits as well as transition rules from manoeuvring area to apron area. At the same time, the A-SMGCS realistic definition and its credibility amongst airport stakeholders rely on the capability of building a realistic operational and technical framework. Therefore the success of A-SMGCS implies dealing with the establishment of coherent and realistic steps of implementation, which are clearly recognised by airport stakeholders, i.e. with corresponding operational concepts and requirements, as well as indicators for human factors, safety regulations and capacity limits.
7.3 Certification
For aircraft operations and avionics systems installed on board, a certification process is well defined and universally applied. It has agreed regulatory objectives and common procedures. This certification process is not commonly adopted for ground ATS systems. Ground system service providers often specify the system with regard to available standards and recommended practices (SARPS) but will commission the system without independently agreed and harmonised safety objectives. An A-SMGCS, due to its potential technical complexity and radical procedure changes, emphasises the need to adopt a certification process that addresses the safety aspects not only of the equipment on board the aircraft, but also of the system or service as a whole. This totally new approach, referred to as end to end certification is being proposed for all new ATS system concepts where there is an integration of new technology in the airborne and ground elements and the utilisation of advanced
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automation techniques. However, the use of this new certification procedure for ASMGCS may result in implementation delays.
7.4 Procedures
The implementation of A-SMGCS requires the definition of new procedures for the system users such as controllers, pilots, drivers. These procedures may lead to a reassignment of responsibilities among the A-SMGCS actors. There is a significant risk related to the users acceptance of these procedures and the fact that these new procedures could have a negative impact on safety.
7.5 Improvement of Surveillance

On the system side, there are two identified risks: The high price of the technology, especially for the tracking of non co-operative targets, which could prevent airport stakeholders from using an A-SMGCS. The difficulties of the technology which make target tracking erratic. This is especially the case when a single surveillance source tends to be used (i.e. SMR) for mid-size airports. If airport radar tracking cannot be made more reliable, more sophisticated surveillance means (ADS B, Multilateration) will be required, which may give cause for implementation delays and an increase in cost. The fusion of surveillance data coming from different sources is also a technical point which needs more research and development.
On the infrastructure side, new construction of taxiways or holding bays as well as new installation of signage equipment is liable to temporarily disturb operations but the long-term effects will be favourable.
7.6 Improvements in Conflict Detection and Alert

If surveillance is not made more effective, this function is jeopardised. If too many false alarms are generated, controllers will not accept the system. The conclusion from existing conflict detection tools is that it is extremely difficult to identify all the conflict cases and to take into account all the local procedures so as to avoid false alarms. The high cost of new systems, their certification and installation as well as the maintenance cost during their lifetime (i.e. EVGS, MWIR) may cause aircraft operators to refrain from implementing the technology. In such cases developing a business case could, if positive, remove the reluctance.
7.7 Improvement of Planning and Routing.

By the time this feature is expected to become operational, major problems on the systems and human side will have been solved. However, the availability and cost of enhanced/synthetic vision, CNS systems, as well as their operational use remains a risk factor when a/c operators do not implement the equipment.
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Technically this type of equipment will be on the market but there is a risk that aircraft operators will not install it due to a negative CBA and/or safety assessment outcome.
7.8 Improvement of Guidance and Control

Such improvements are still being developed and are not covered by risk analysis.
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EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION

A-SMGCS Project Strategy

Edition Edition Date Status Class

1.0 30/09/2003 Released Issue General Public

EUROPEAN AIR TRAFFIC MANAGEMENT PROGRAMME

DOCUMENT IDENTIFICATION SHEET

AUTHORITY Project Manager A-SMGCS

NAME AND SIGNATURE

EDITION 0.g 0.h 1.0

DATE 18/10/2002 04/08/2003 30/09/2003

SECTIONS PAGES AFFECTED All All

2. CURRENT SITUATION : SMGCS ......................................................................14

3. NEEDS FOR A-SMGCS .....................................................................................16

4. A-SMGCS DEVELOPMENT IN EUROPE ..........................................................20

5. A-SMGCS STRATEGIC OBJECTIVES AND BENEFITS ..................................22

6. A-SMGCS OPERATIONAL VISION ...................................................................28

7. RISKS AND IMPLEMENTATION ISSUES .........................................................38

7.2 7.3 7.4 7.5 7.6 7.7 7.8

1. INTRODUCTION 1.1 Scope of the document

1.2 Dependencies with other work

1.3 Structure of the document

1.5 Reference Documents

1.6 Explanation of terms

INTRUDERS Cooperative mobiles

Non cooperative mobiles

2. CURRENT SITUATION : SMGCS 2.1 Introduction : ICAO SMGCS manual

2.4 Low Visibility Procedures (LVP)

3. NEEDS FOR A-SMGCS

3.1 Issues of the current situation

3.2 EUROCONTROL ATM Strategy for the Years 2000+

3.3 EUROCONTROL Airport Operations Unit Strategy

4. A-SMGCS DEVELOPMENT IN EUROPE

4.1 International standardisation

4.2 Operational concept definition, Technological R&D and demonstrations

4.3 Initial Operational Implementations

5. A-SMGCS STRATEGIC OBJECTIVES AND BENEFITS 5.1 A-SMGCS Strategic Objectives

5.2 A-SMGCS benefits

Runway vehicle intrusion as a result of a mistake or a control misunderstanding.

5.2.1.2 Air traffic controllers workload

5.2.2.1 Airlines operation

5.2.2.2 Taxiing time

5.2.2.3 Delay reduction, diversion avoidance

5.2.3.2 Operations efficiency

6. A-SMGCS OPERATIONAL VISION

6.1 A-SMGCS definition

6.2 A-SMGCS environment

A-SMGCS Planning / Routing

Surveillance Other sensors Navigation (GNSS,)

Voice And Data Link communication

A-SMGCS Airport ATM

6.3 Actors, Roles and Services in A-SMGCS

Guidance of all traffic on the manoeuvring area by R/T.

Plan fleet gate-to-gate movements.

ATCO Airlines Airport Operator Handling and dispatch companies

ATCO (co-ordinator of the service)

Definition of A-SMGCS Services Control Guidance

6.4 Areas of change

NO DETECTION FROM AIR TRAFFIC CONTROL GROUND DETECTION/AWARENESS

Air Traffic Control Ground Radar

Pilots -Driver awareness

7. RISKS AND IMPLEMENTATION ISSUES 7.1 Aircraft operators acceptance

7.2 Airports stakeholders acceptance

7.5 Improvement of Surveillance