Impact of Electric Taxi Systems on Airport Apron Operations and Gate Congestion at AAS PDF
Preview Impact of Electric Taxi Systems on Airport Apron Operations and Gate Congestion at AAS
Impact of Electric Taxi Systems on Airport Apron Operations and Gate Congestion at AAS Msc. Thesis Study S.M.L. Soepnel t f el D t ei t si r e v ni U e h c s ni h c e T I E T S MPACT OF LECTRIC AXI YSTEMS ON A A O G IRPORT PRON PERATIONS AND ATE C AAS ONGESTION AT MSC. THESIS STUDY by S.M.L.Soepnel inpartialfulfillmentoftherequirementsforthedegreeof MasterofScience inAerospaceEngineering attheDelftUniversityofTechnology, tobedefendedpubliclyonFridayDecember4th,2015at15:00p.m. Studentnumber: 1357123 Supervisors: Ir.P.C.Roling (TUDelft) J.Haanstra (SchipholGroup) J.Busink (SchipholGroup) W.J.deWilde (KLMRoyalDutchAirlines) Thesiscommittee: Prof.dr.R.Curran (TUDelft) Ir.P.C.Roling (TUDelft) J.Haanstra (SchipholGroup) T.B.A. (TUDelft) Thisthesisisconfidentialandcannotbemadepublic Anelectronicversionofthisthesisisavailableathttp://repository.tudelft.nl/. P REFACE Theworldofaerospaceengineeringandaviationhasfascinatedmefromaveryyoungage. Applyingforan aerospaceengineeringbachelorsdegreeattheTUDelftthereforeseemedalogicalsteptotake. Through- outmybachelor,myenthusiasmforaviation,airlines,andairportsgrew,leadingtomydecisiontofollowa MastersinAerospaceControlandOperations. Inthesummerof2014,aftermyinternshipatKLMandafter completingmymastercourses,itwasfinallytimechooseathesisproject. While considering potential thesis projects, this project stood out to me. During my internship at KLM I hadhadtheopportunitytomeetandtalktoWidodeWilde. Hehadtoldmehewaslookingintomoreef- ficienttaxisystems;electrictaxisystems. Irememberedhisenthusiasmaboutthetopicand,therefore,this projectcaughtmyinterest. IcontactedtheTUDelftsupervisor,PaulRoling,aboutundertakingtheproject. Heinformedmethat,sincemyinternship,twoaerospaceengineeringstudentshadalreadystartedresearch projectsontheimpactandvalueofelectrictaxisystemsforSchipholandKLM.Thisprojectgavemetheop- portunitytocontinueand/orextendtheirresearch. Thepracticalapproachoftheprojectandtheabilityto workonatopicofinteresttobothKLMandSchipholmadethisprojectevenmoremoreappealingtome. Schiphol was able to offer me a workspace in their main offices at the airport for the duration of this project.Thishasprovidedmewithmanyopportunitiestoexploretheairportoperationsandfacilities.Even thoughfindingmywayaroundtwolargecompanieshasbeenachallengeattimes,ithasalsobeenavery valuablelearningexperience.WorkingonaprojectforKLMandSchipholhasbeeninspirational.Ithasgiven metheopportunitytobepartofandcontributetothedynamicandinnovativeworldofairportandairline operations. Iwouldliketotakethisopportunitytothankmysupervisorsfortheircontributionstothisthesiswork. I wouldliketothankPaulRolingforpresentingmewiththeopportunitytoundertakethisprojectandforhis continuoussupportandadvicethroughouttheproject. Nomatterhowbusyhisschedule,everytwoweeks healwaysfoundthetimeforameetingwithmetodiscussproblemsandprogress.Iwouldalsoliketothank WidodeWildefromKLMforsharinghisexpertiseandhelpingmefindmywaywithinKLM.Inadditionto hisownfeedbackandknowledgeonthesubjectofelectrictaxiing,hissupportinfindingtherightpeopleto talktoandtherightinformationwithinKLMhasbeenextremelyvaluabletothedevelopmentoftheproject. Furthermore,IwouldliketothankJan-OttoHaanstraandJurgenBusinkfortheirfeedbackandforhelping mewithanyquestionsandrequestsonwheretofindtheinformationwithinSchipholGroup. Theygaveme theopportunitytoworkatSchipholandseetheongoingoperationsattheairport,whichhasprovidedme withgreaterinsightandunderstandingoftheapronprocessesandhasbeenavaluableexperience. Iwould alsoliketothankJan-Ottofortakingplaceinmythesisassessmentcommittee. Iwouldalsoliketothankmyfellow’SIM’studentsatSchiphol; Jasper, Vivian, Marnix, JustinandNils, for theircompany,discussions,andlunches. Next,Iwouldliketothankmyparents,LilianandNiels,mysisters,BrechtjeandLarske,andmybrother-in- law,Michael,fortheircontinuousloveandsupport,notjustthroughoutmythesis,butthroughoutmyentire studies leading up to this project. Their unwavering encouragement, advice, and endless faith in me has helpedmemorethanIcansay.Iwouldalsoliketothankmyboyfriend,Peter,forhissupportandhelpevery stepoftheway.Heputupwithmymomentsofmadnessandstresswithadmirableandreassuringcalmness. IlookbackonmytimeasastudentinDelftwithgreatpleasure. Thisthesismarkstheendofmystudiesat theTUDelftandIhopethereaderwillenjoyreadingthiswork. S.M.L.Soepnel Delft,UniversityofTechnology 28thofOctober2015 iii E S XECUTIVE UMMARY Growthinairtrafficdemandandincreasingattentionforenvironmentalimpactoftheairtravelindustryand airportshasspurredtheinnovationoftheElectricTaxiSystem(ETS). TheETSincorporatesanelectricmotorinthemainornoselandinggearofanaircraft,poweredbythe auxiliarypowerunit(APU)oftheaircraft. Thesystemallowstheaircrafttomaneuverandtaxiwithoutthe useofitsmainenginesoratowtruck. Thereby,theETSreducesfuelusageandtheenvironmentalimpact duringthetaxiphaseofflights. Additionally,thesystemaimstoincreasethegatepushbackefficiency. The ETSeliminatestheneedforatowtruckduringthepushbackprocessasitallowsforautonomouspushbacks. ThestudiesperformedonexistingETSs(theEGTSandtheWheelTugsystems)indicatethattimecanbesaved withautonomouspushbacksusingtheETS. KLMRoyalDutchAirlinesandAmsterdamAirportSchiphol(AAS)haveinstigatedresearchtoinvestigate theimpactandpotentialbenefitsoftheimplementationoftheETS.ThisMsc.thesisresearchworkcontinues theexplorationoftheETS’simpactatAASbyposingthefollowingresearchquestion: WhatopportunitiesdoestheETSofferforgatecapacityandbufferutilizationoptimization, and what is the value of the impact of the ETS on apron operations at Amsterdam Airport Schiphol? Thus,theresearchattemptstodrawlightonthevalueoftheETSforoperationsintheapronenvironment. Withincreasingairtrafficdemand,thegatecapacityatSchipholAirportisnearingitsmaximumduringthe airport’speakhours.Therefore,thepotentialgatecapacityenhancementproceduresenabledbytheETSare exploredindetailinthisresearch. Additionally, thevalueoftheETSfortheoverallapronenvironmentis investigated.ThereductionintheneedfortowtrucksduetotheETSimplementationalsoprovidesbenefits fortheapronenvironment. However,aswithanynewsystem,theETSpresentssomechallengesaswell. Theweightofthesystem reducesitsfuelbenefitsinflight. Therefore,highutilizationiskeyfortheuseoftheETS.Additionally,the systemscurrentlydesignedareonlyavailablefornarrowbodyaircraft.These,andotherchallengesposedby thesystem,needtobeinvestigatedandweighedagainstthebenefitsofthesysteminordertodeterminethe potentialofferedbytheETSandwhetherthesystemisworthinvestinginforairlinesandairports. ThisresearchexploresthepotentialgateplanningoptimizationproceduresenabledbytheETSandthe overall value of the ETS in the airport apron environment, through the use of a gate planning simulation modelandavaluemodelbasedonvalueoperationsmethodology. TheETSpresentsthepossibilityforoftwogateusageoptimizationconceptstobeimplementedmorewidely, namely;thedispatchtowingconceptandthepitstopconcept. Thedispatchtowingconceptcanhelppreventarrivalgrounddelaysandlastminutegatechangesatair- ports. AircraftarrivingatAASsometimeshavetowaitupto30minutesafterlandinginordertobeableto reachanavailablegatebecausethegateisinitiallystilloccupiedbyanother(delayed)aircraft.Insomecases theaircraftstilloccupyingthegateisfullyloadedandreadyfortake-off,butdelayedduetodepartureslots, en-routeslots,arrivaldestinationslots,lastminutebaggageloading,and/orlastminutemaintenance. The aircraftdoesnotnecessarilyneedtobeoccupyingthegateanymore.Thedispatchtowingconceptallowsthe delayedaircrafttobemovedtoafreebufferpositioninordertofreeupthegateforthenextarrivingaircraft. Theconceptiscurrentlyrarelyappliedbecausetowingoffullyloadedaircraftbytowtruckscancausestruc- turaldamagetotheaircraftnoselandinggear. TheETSwouldallowforthefullyloadedaircrafttobemoved toabufferpositionwithoutcausingstructuraldamage. Thepitstopconceptimpliesthatarrivingaircraftparkatagateinordertooffloadpassengersandbag- gage. Subsequently,theaircraftmovestoafreebufferforhandlingandturnaroundservices,afterwhichthe aircraftmovesbacktoagateforpassengerandbaggageloading. Therefore, theaircraftisonlyoccupying agateareawhenstrictlynecessary;loadingandoffloadingofpassengers. Thisopensupthegateforother flightstobehandledduringtheturnaroundtimeofthepitstopaircraftonthebuffer. Inordertoperforma pitstop,anarrowbodyaircraftneedsaminimumturnaroundtimeof170minutes. v vi 0.EXECUTIVESUMMARY Thegateplanningmodelsdesignedinthisresearchexplorethepotentialoftheimplementationofthepit stopanddispatchtowingconceptsatAAS.Initially,agateplanningmodelisdesignedtographicallypresent thenarrowbodygateandbufferplaninganttchartformat.Indoingsothegateandbufferplanningschedule forthebusiestdayatAASin2014isvisualized.Thepitstopanddispatchtowingconceptsarethenappliedto theschedulewherepossible. FromthevisualizationofthegateplanswithandwithouttheETSenabledconcepts,itcanbeconcluded thatthepitstopconceptincreasesgatecapacityatAASbyapproximatelysixadditionallyaircraftonthebus- iestdayattheairportin2014. Furthermore,thedipatchtowingconceptincreasesgateplanningefficiency andreducesgroundarrivaldelaysforsixarrivingaircraftonthebusiestdayattheairportin2014. Thegateplanningmodelissubsequentlyexpandedinordertoexploretheeffectofincreasedtrafficand delaysonthegateplanningatAAS,andtheusageofpitstopsanddispatchtowingtohelpincreasegateca- pacityandsolvedelayconflicts,respectively. FromtheextendedmodelitbecomesapparentthatshouldthenumberofpeakhourflightsatAASin- crease by 10%, and average of 25% of the additional flights can be scheduled at a gate using the pit stop concept. Should the number of peak hour flights double, an average of 8.8% of the additional peak hour flights(correspondingto12flights)canbescheduledusingthepitstopconcept. Furthermore,themodelshowsthat,between10%and12%ofthegrounddelayscausedbydelayedpeak hourflightsatthegatescanbesolvedthroughtheimplementationofdispatchtowing.Thisresultsinanav- erageof17.2minutessavedfornearly50%ofthearrivingdelayedflights. Thegateplanningmodelshaveindicatedthepotentialofthepitstopanddispatchtowingconceptsenabled bytheETSforgateplanningefficiencyandcapacityatAAS.However,theimplementationoftheETSinflu- encesmanykeyperformanceindicators(KPIs)oftheapronarea. InordertoexplorethevalueoftheETSon theapronarea,avaluemodelisdeveloped. Thevaluemodelisbasedonthevalueoperationsmethodology (VOM).IntheVOM,stakeholdervaluesareinvestigatedandweighedforimportanceinordertodetermine whetheradesign(orinthiscasetheETS)addsorreducesvaluefortheenvironmentinquestion(inthiscase theapronarea). ThemainstakeholdersinvolvedintheimplementationoftheETSareKLMandAAS.Basedonthesestake- holders, fourmainKPIsorobjectivesareidentifiedfortheapronarea, namely; Safety, capacity/efficiency, costs,andtheenvironment. The attributes ofthe ETS influencingthe four identified objectives are explored indetail and assessed qualitativelyaswellasquantitativelywherepossible. Eachattributepertainingtoanobjectiveisweighed againsttheotherattributespertainingtothatobjectiveforimportance. Finally,eachobjectiveinthemodel isalsoassignedaweightaccordingtoitsimportancetothevalueoftheapronenvironment. Apronareasafetywasidentifiedisthemostimportantobjectiveforthestakeholders. TheETSincreasesthe apronareaandoverallairportsafetybyreducing(andeventuallyeliminating)theneedfortowtrucks.Thisre- ducesthenumberoftwotruckincidentsaswellastheamountofforeignobjectdamage(FOD).Additionally, thepushbacksafetymaybeincreasedbyincreasingthecommunicationchainefficiencyduringthepush- backprocess. However,autonomouspushbackspresentaserioussituationalawarenessproblemforpilots. Whennavigatingtheaircraftbackwards,pilotsneedtheassistanceofamarshalleroradditionaltechnology tohelpthemavoidobjectsbehindtheaircraftornexttotheaircraft. ThecapacityandefficiencyobjectivecanbeenhancedbytheETSthroughtheimplementationofpitstops anddispatchtowing.Additionally,thesystemreducesthepushbacktimebyupto1minuteand50seconds. OperationalcostsarealsoinfluencedbytheETS.Duetothereductionintheuse(orelimination)oftow trucks,thetowtruckmaintenance,fuel,andpersonnelcostscanbereduced.Furthermore,FODandcollision costscanbereducedand,throughtheimplementationofdispatchtowing,delaycostscanalsobeavoided. Itshouldbenoted,however,thattheAPUandETSmaintenancecostswillincreaseduetotheextraloadof theETS.ItisestimatedthattheETSandAPUmaintenancecostsamountto15,000$/year. TheETSalsoinfluencestheairportenvironment. DuringtheETSpushback,fuelcanbesavedthrough theeliminationoftowtrucks. Additionally,noiseontheapronisreducedtoonlyAPUnoise,asopposedto APUandengineidlenoise. Thedispatchtowingconceptalsoallowsforareductioninfuelusageand,sub- sequently,emissionsbyreducingthetimearrivingaircraftneedtowaitwiththeirenginesstillrunning. Due totheextramaneuveringnecessaryforthepitstopconcept,fuelusageisincreasedslightly,thoughnotas significantlyaswhentheconceptisappliedwiththeuseoftowtruckstomaneuvertheaircraft. Thequalitativeandquantitativeattributeresultsforthevaluemodelareshownintable1. vii Objective:Safety QualitativeAnalysisAttributeScore QuantitativeAnalysisAttributeScore Initial Potential (long Initial Potential(longterm) term) Elimination Tow Truck - --- -3incidents/month -16 inci- incidents dents/month Communication Effi- 0 ++ N/A N/A ciency SituationalAwareness -- 0 N/A N/A Objective: Capacity, Efficiency PitStops +++ +++ 6gateslots/day Seeinitialimpact Peak hour traffic increaseof10%: 3 additional peak hourflights DispatchTowing +++ +++ Avg 17.2min time seeinitialimpact saved per delayed AC 10.8% peak hour flightdelayconflicts solved Pushback Time reduc- -- -- -1:50min/pushback seeinitialimpact tion Costs Tow Truck Mainte- -- --- -978,549.-$/yr -4,595,786.-$/yr nanceandfuelcosts PersonnelCosts -- -- -163,520.-$/yr -490,560.-$/yr FODcosts - - Unknown -32,730.-$/yr Grounddelaycosts - -- -516$perpeakhourdis- see initial impact. patchtow More dispatch tows possible if more aircrafthaveanETS ETS and APU mainte- + + 15,000.-$/year seeinitialimpact nancecosts Emissions Pit Stop Extra Fuel us- ++ ++ ExtraFuelused:260.4kg Seeinitialimpact age Fuelcosts:198.9$ per6pitstops: 12extra taximovements Dispatch Towing Fuel -- - Fuelsaved:80kg Fuelsaved:13kg saving Fuelcosts:61.10$ Fuelcosts:9.93$ perdispatchtow perdispatchtow PushbackFuelSaving -- -- Fuelsaved:9,227kg Seeinitialimpact Fuelcosts:7,046.50$ peryear ApronNoiseReduction -- -- -69% seeinitialimpact Table1:Valuemodelobjective:Emissions.Overviewofobjectiveattributescores. The value model qualitative assessment indicates that the ETS can enhance the safety, capacity, and effi- ciencyoftheairportapronenvironment,whilereducingthecostsandenvironmentalimpactoftheapron areaoperations. Theresultsofthemodelsandtheresearchperformedcanbefurtheranalyzedanddevel- opedbyKLMandAASinordertoassistinthedevelopmentofelectrictaxisystemsand,eventually,enhance theircompetitivepositionwithintheaviationindustry.
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