Runway Performance Report 2020

Brussels Airport RUNWAY PERFORMANCE REPORT 2020

member of FABEC / www.skeyes.be EXECUTIVE SUMMARY

Air Traffic Management (ATM) Performance is Safety driven by four Key Performance Areas (KPAs): safety, capacity, environment and cost-efficiency. This Two types of events are analysed in this report, both report focuses on skeyes’ operations at Brussels giving a view on airport safety performance: missed Airport (ICAO code EBBR). Its aim is to provide our approaches and runway incursions (RI). Overall, main stakeholders with traffic figures for 2020 and 2020 has seen a decrease in terms of missed relevant data on the performance of the operations approaches by 49%. Even though the number at EBBR, namely on three of four KPA’s: safety, of arrivals has decreased by nearly 60%, capacity and environment. an increase of 25% in the rate of missed approaches per 1,000 arrivals has been registered. The reasons The COVID-19 pandemic has resulted in significant for rates to increase were various: low level social and economic impacts throughout the world. of traffic, single runway operations where one (1) Many countries, including Belgium, decided to of the three (3) runways was used simultaneously, impose a variety of measures in order to prevent the three (3) storms that occurred in February 2020, spread of the COVID-19 pandemic. Those measures Northeast wind in April and May and/or closure of mainly affected people movements which eventual- RWY 07L/25R due to the runway renovation works. ly lead to unprecedented levels of disruption In 2020 the most common reason for missed in countries throughout the world. approaches was the weather factor. It appears as a reason 66% more often than in 2019.

Traffic In total there were 12 runway incursions and none of them with ATM contribution. Traffic at Brussels Airport has decreased by 59%. The number of passenger flights dropped by 68%, while the number of cargo flight increased by 28% Capacity and Punctuality if compared with the previous year. Despite the decrease in traffic, a similar profile of hourly move- Capacity and delay go hand in hand when it comes ments during the day was observed with peaks to runway performance. As in previous years, the between 08:00 and 11:00 and later between 18:00 throughput capacity of the airport is analysed by and 21:00 Local Time (LT). comparing the actual traffic with the declared IFR capacity. There was one (1) occasion when the 2020 was a special year for Brussels Airport as capacity was exceeded. It happened on the 29th of there were many factors affecting the runway February when runway 19 was in use for both arrivals use. However, runway 25R remains to be the most and departures. The busiest hours occurred in Q1 frequently used runway. Meteorological factors of 2020, before the COVID-19 crisis. The declared (e.g. storms in February) and the renovation capacity was not exceeded in any of these occasions. works on runway 07L/25R (from the 13th of July to the 23rd of August) imposed the use of runway Arrival delay is analysed as a performance target configurations that were different than the usual. that has been set for EBBR. It is defined as the average ATFM delay (in minutes) per flight, attributable to skeyes. The arrival delay due to

II the causes considered to have the Air Navigation skeyes usually measures the use of the Preferential Service Provider (ANSP) contribution in 2020 Runway System (PRS) in number of hours. In 2020 was on average 0.03 minutes/flight, below the PRS adherence in time units was recorded as 51%. defined target of 0.17 minutes/flight. There were However, it is also possible to capture the number no regulations placed by the EBBR tower from of flights that were in accordance with the PRS mid-March until the end of 2020. For the reference and that value for 2020 was recorded as 77% of all period 3 (RP3), 2020-2024, only Brussels Airport was operations. Monthly evolution of the PRS use shows considered as contributing airport and, therefore, the low adherence in the months following the start the national target of 0.17 minutes/flight in 2020 of COVID-19 pandemic: one out of the three runways was also the target of Brussels Airport. was used simultaneously which eventually caused the increase of the non-use of the PRS. Apart from In addition to the punctuality, this reports the single runway operations and the meteorological includes the details of the delays from the conditions, works on runway 07L/25R (summer airport’s point of view, i.e. considering the impact 2020) also contributed to the increase of the figures caused by regulations not only at EBBR, but also showing the non-use of the PRS. in the Belgian en-route airspace and by other Air Navigation Service Providers. In 2020, 2,791 Continuous Descent Operations (CDO) percentages departing flights from Brussels Airport were are quite stable over the past four years, with the delayed resulting in a total of 38,793 minutes of performance indicators CDO Fuel close to 65%, and delay. 10% of that delay is attributable to skeyes the CDO noise around 78%. When looking at the while 90% is attributable to other ANSPs. The CDOs flown per runway, it can also be seen that the magnitude of the delay is worth mentioning, with ratio of CDOs flown are comparable to the previous most of the delayed flights (68%) delayed for a year for each runway. Note that both PRS and CDO maximum 15 minutes while 2% of flights faced a data can also be found on the Brussels Airport Traffic delay of more than one hour. Regarding arrivals, Control (BATC) website: www.batc.be. 19,765 flights with destination Brussels Airport At Brussels Airport, the maximum number of night were delayed and experienced the total of 42,795 slots that can be allocated is set by the federal minutes of delay. 46% of that delay is attributable government, through the Ministerial Decree of to skeyes while 54% is attributable to ATFM the 21st measures placed by other ANSPs. 87% of delayed of January 2009. This decree states that a arrivals were delayed by less than 30 minutes. maximum of 16,000 night slots per calendar year can be allocated. Night is from 23:00 to 06:00 Local Time. In 2020, 11,132 night movements were recorded at Environment Brussels Airport by the Airport Movement System.

Brussels Airport is geographically located in a densely populated area, which makes the runway use information very important for the neighbouring communities. The selection of runways, the number of green landings and the amount of night movements are analysed in this chapter.

III THE COVID-19 PANDEMIC

The year 2020 is a year that was gravely scarred On the 11th of March 2020, the WHO made the by the COVID-19 pandemic. In this section, a short assessment that COVID-19 was to be characterized summary is provided to give the reader a timeline. as a pandemic. This will be referenced further throughout the report in support of certain statements. The year 2020 can The Belgian government moved into the federal th be split in a period before the COVID-19 crisis and phase of crisis management from the 13 of March the COVID-19 crisis. This is visualised in Figure 0-1. 2020 and ordered the closure of schools, restaurants and cafés, as well as cancellations of public gather- The pandemic originated in Wuhan, China in ings for sporting, cultural or festive purposes. [3] December 2019. The World Health Organisation (WHO) published a disease outbreak news on the At this point the measures taken by countries against COVID-19 and the precautionary actions 5th of January 2020 to report a cluster of cases of of passengers caused flights to be suspended and pneumonia with unknown cause in Wuhan, Hubei airlines to operate ghost flights. The ghost flights Province. This was later identified as the coronavirus are kept in the air for the so-called ‘use it or lose disease COVID-19 caused by the SARS-CoV-2 virus. it rules’ stipulating the carriers to use 80% of their The first case outside China was reported on the 13th allotted slots or they return to a common pot for of January 2020 in Thailand. [1] the next calendar year for the lucrative slots. In a On the 24th January 2020, France reported its first reaction to this, the European Union suspended confirmed COVID-19 case, the first in Europe. temporarily the rules that encouraged airlines to The first case in Belgium was reported on the 04th keep empty ghost flights in the air. of February 2020. As of the 22nd of February 2020, Additional measures, based on the spread of Italy became the country with the most cases COVID-19 in Belgium, were in place as of the 18th in Europe and the third most cases worldwide, of March 2020 with stricter social distancing measures, and on the 23rd of February 2020 the Italian with non-essential travel prohibited, non-essential government introduced strict measures. [2] shops closed, gatherings banned, and penalties for

Figure 0‑1: COVID-19 timeline

Start of the year Start of 01 January 2020 COVID-19 crisis 18 March 2020

04 February 2020 First COVID-19 case in Belgium

IV anyone who failed to comply with the restrictions. In August-September 2020 the number of new [4] This event is used here as the start of the crisis corona infections per day began to rise again in of the COVID-19 pandemic. Belgium. This was later to be identified as the second wave. The start of the second wave is set On the 20th March 2020 at 15:00 local time (LT) on Monday the 31th of August 2020 based on the Belgium closed its borders to all non-essential difference in the 7-day average of new cases and travel, further impacting air travel. [5] Just like most the hospitalizations. This week was the first week airlines in the world, Brussels Airlines suspended its after the first wave where both indicators were st commercial flights, initially from the 21 of March positive for the whole week, and stayed positive th 2020 until the 19 of April 2020, but finally delayed for two months (the rising part of the second wave). th the start of the operations until the 15 of June In the recovery phase both the trend in new cases 2020. [6] [7] and hospitalizations were less pronounced. [8] Following the measures taken by the Belgian On the 30th of October 2020, Belgium had the government to contain the corona virus, highest infection rate in Europe, leading to the number of flights at Brussels Airport has a national lockdown introduced from the 2nd decreased radically (-59%). of November 2020 and lasting until beyond 2020 Beginning of May, Belgium started to gradually with restrictions and measures on travelling that th ease the lockdown measures with the reopening were tightened on the 18 of December and the th of non-essential shops (under certain conditions) 30 of December 2020. [9] [10] on the 11th of May 2020 and reopening the cafes and restaurants as of the 8th of June 2020. Starting from the 15th of June 2020, commercial traffic picks up again. At this point, the number of cases was the lowest since the beginning of the pandemic, indicating the end of the first wave and the start of the recovery phase.

Start of COVID-19 End of the year second wave 31 December 2020 31 August 2020

22 June 2020 02 November 2020 Start of recovery phase Start of COVID-19 lockdown

V SAMENVATTING

De prestaties van het luchtverkeersbeheer baanconfiguraties die verschilden (ATM, Air Traffic Management) worden bepaald van de gewoonlijke noodzakelijk gemaakt. door vier kernprestatiegebieden (KPA’s, Key Performance Areas): veiligheid, capaciteit, milieu en kostenefficiëntie. Dit verslag heeft betrekking op de Veiligheid activiteiten van skeyes op Brussels Airport (ICAO- code EBBR). Het heeft tot doel onze belangrijkste In dit verslag worden twee soorten voorvallen stakeholders verkeerscijfers voor 2020 en relevante geanalyseerd, die beide een beeld geven van de gegevens over de prestaties van onze activiteiten veiligheidsprestaties van de luchthaven: afgebroken op EBBR te verstrekken, namelijk over drie naderingen en runway incursions (RI). Over het ge- van de vier KPA’s: veiligheid, capaciteit en milieu. heel genomen is het aantal afgebroken naderingen in 2020 met 49% gedaald. Hoewel het aantal aan- De COVID-19-pandemie heeft in de hele wereld komsten met bijna 60% afnam, is het aantal afge- aanzienlijke sociale en economische gevolgen broken naderingen per 1.000 aankomende vluchten gehad. Vele landen, waaronder België, besloten met 25% gestegen. De redenen voor die toename allerlei maatregelen op te leggen om de verspreiding waren uiteenlopend: weinig verkeer, single runway van de COVID-19-pandemie tegen te gaan. operations waarbij slechts een (1) van de drie (3) Die maatregelen hadden vooral gevolgen voor start- en landingsbanen tegelijkertijd benut werd, de mobiliteit van mensen, wat uiteindelijk leidde drie (3) stormen in februari 2020, noordoostenwind tot een ongekende verstoring van het reisverkeer in april en mei en/of sluiting van baan 07L/25R we- in landen over de hele wereld. gens renovatiewerken. In 2020 waren de weersomstandigheden de meest voorkomende reden voor afgebroken naderingen. Ze komen 66% vaker voor Verkeer als reden dan in 2019. In totaal waren er 12 runway incursions, waarvan geen enkele met ATM-bijdrage. Het verkeer op Brussels Airport is met 59% gedaald. Het aantal passagiersvluchten daalde met 68%, terwijl het aantal vrachtvluchten met 28% toenam in Capaciteit en stiptheid vergelijking met het voorgaande jaar. Ondanks de daling van het verkeer werd overdag een gelijkaar- Capaciteit en vertraging gaan hand in hand als het dig profiel inzake tijdvensters waargenomen, met gaat om baanprestaties. Net zoals de voorbije jaren pieken tussen 8.00 en 11.00 uur en later tussen 18.00 wordt de doorvoercapaciteit van de luchthaven en 21.00 uur plaatselijke tijd (LT). geanalyseerd, waarbij het werkelijke verkeer wordt vergeleken met de opgegeven IFR-capaciteit. 2020 was een bijzonder jaar voor Brussels Slechts eenmaal werd de capaciteit overschreden. Airport omdat er heel wat factoren waren die het Dat gebeurde op 29 februari, toen baan 19 in baangebruik beïnvloedden. Baan 25R blijft echter gebruik was voor zowel aankomsten als vertrekken. veruit de meest gebruikte. Daarnaast hebben De top 17 van de uurpieken lag in het eerste meteorologische factoren (bv. stormweer kwartaal van 2020, vóór de COVID-19-crisis. Bij in februari) en werken aan baan 25R/07L (van 13 juli tot 23 augustus) het gebruik van

VI Milieu

Vanwege de geografische ligging van de luchthaven geen van deze gelegenheden werd de opgegeven in een dichtbevolkt gebied is het erg belangrijk om capaciteit overschreden. de gemeenschap van omwonenden te informeren Vermits een prestatiedoelstelling voor EBBR voor- over het baangebruik. De keuze van de start- en opgesteld werd, wordt de vertraging bij aankomst landingsbanen, het aantal groene landingen en geanalyseerd. Ze wordt gedefinieerd als de ge- de hoeveelheid nachtbewegingen worden in dit middelde ATFM-vertraging (in minuten) per vlucht hoofdstuk geanalyseerd. die toe te schrijven is aan skeyes. De vertraging skeyes meet het gebruik van het PRS (Preferential bij aankomst als gevolg van oorzaken waartoe de Runway System) gewoonlijk in aantal uren. In 2020 luchtvaartnavigatiedienstverlener geacht wordt werd de mate waarin het PRS nageleefd werd in bijgedragen te hebben, bedroeg in 2020 gemiddeld tijdseenheden geregistreerd als 51%. Het is echter 0,03 minuten/vlucht, onder de vastgelegde doel- ook mogelijk om het aantal vluchten vast te leggen stelling van 0,17 minuten/vlucht. Van medio maart dat in overeenstemming is met het PRS en die tot eind 2020 werd geen regulering ingesteld door waarde voor 2020 werd opgetekend als 77% van alle de torenverkeersleiding op Brussels Airport. Voor operaties. De maandelijkse evolutie van het gebruik de derde referentieperiode (RP3), 2020-2024, werd van het PRS toont dat het in de maanden na het enkel Brussels Airport beschouwd als bijdragende begin van de COVID-19-pandemie in geringe mate luchthaven en daarom was de nationale doelstel- nageleefd werd: één van de drie banen tegelijkertijd ling van 0,17 minuten per vlucht in 2020 ook de gebruikt, waardoor het PRS uiteindelijk minder doelstelling van Brussels Airport. werd gehanteerd. Afgezien van de single runway Naast de stiptheid bevat dit verslag de details operations en de weersomstandigheden hebben van de vertragingen vanuit het oogpunt van de ook de werken aan baan 07L/25R (zomer 2020) luchthaven, d.w.z. rekening houdend met de bijgedragen tot de hogere cijfers die wijzen op het impact van de reguleringen, niet alleen op EBBR, niet-gebruik van het PRS. maar ook in het Belgische en-routeluchtruim en De CDO-percentages (CDO, Continuous Descent door andere luchtvaartnavigatiedienstverleners. Operations) zijn de afgelopen vier jaar vrij stabiel In 2020 liepen 2.791 vertrekkende vluchten gebleven; de prestatie-indicatoren CDO Fuel en CDO vanaf Brussels Airport vertraging op, goed voor Noise benaderden respectievelijk 65% en 78%. Kijken 38.793 minuten vertraging in totaal. 10% van die we naar de gevlogen CDO per baan, dan stellen vertraging is toe te schrijven aan skeyes, 90% we ook daar vast dat het aantal van die bewuste aan andere luchtvaartnavigatiedienstverleners. vluchten voor elke baan vergelijkbaar is met het jaar Noemenswaardig hierbij is de spreiding van de ervoor. Merk op dat zowel PRS- als CDO-gegevens vertraging: de meeste vertraagde vluchten (68%) terug te vinden zijn op de website van Brussels hadden een vertraging van hooguit 15 minuten, Airport Traffic Control (BATC): www.batc.be. terwijl 2% van de vluchten meer dan een uur vertraging opliep. Wat de aankomsten betreft, Op Brussels Airport wordt het maximumaantal liepen 19.765 vluchten met bestemming Brussels nachtslots dat kan worden toegekend, vastgelegd Airport vertraging op, goed voor 42.795 minuten door de federale overheid, via het ministerieel vertraging in totaal. 46% van die vertraging besluit van 21 januari 2009. Dit besluit bepaalt dat is toe te schrijven aan skeyes, terwijl 54% het er maximaal 16.000 nachtslots per kalenderjaar gevolg is van ATFM-maatregelen van andere kunnen worden toegekend. De nacht loopt van luchtvaartnavigatiedienstverleners. Minder dan 87% 23.00 tot 06.00 uur plaatselijke tijd. In 2020 werden van de vertraagde vluchten had een vertraging van op Brussels Airport 11.132 nachtbewegingen minder dan 30 minuten. geregistreerd door het Airport Movement System.

VII COVID-19-PANDEMIE

2020 is een jaar dat zwaar getekend is door de Op 11 maart 2020 oordeelde de WHO dat COVID-19 COVID-19-pandemie. In dit deel wordt een korte kon worden beschouwd als een pandemie. samenvatting gegeven, met een tijdlijn voor de De Belgische regering ging vanaf 13 maart over lezer. Verderop in het verslag zal hiernaar worden tot de federale fase van crisisbeheer en beval de verwezen om bepaalde stellingen kracht bij te sluiting van scholen, restaurants en cafés en de zetten. Het jaar 2020 kan worden opgesplitst in een afgelasting van openbare bijeenkomsten voor periode vóór de COVID-19-crisis en de eigenlijke sportieve, culturele of feestelijke doeleinden. [3] COVID-19-crisis. Dit wordt weergegeven in Figuur 0-1. Op dat moment leidden de maatregelen De pandemie ontstond in december 2019 in van de landen tegen COVID-19 en de Wuhan, China. De Wereldgezondheidsorganisatie voorzorgsmaatregelen van passagiers ertoe (WHO) publiceerde op 5 januari 2020 een bericht dat vluchten werden opgeschort en dat over de uitbraak van een cluster van gevallen van luchtvaartmaatschappijen spookvluchten longontsteking met onbekende oorzaak in Wuhan, gingen uitvoeren. De spookvluchten werden in de provincie Hubei. Dit werd later geïdentificeerd in de lucht gehouden voor de zogenaamde als de coronavirusziekte COVID-19, veroorzaakt door use it or lose it rules. Die bepalen immers dat SARS-CoV-2. Het eerste geval buiten China werd op luchtvaartmaatschappijen 80% van de hun 13 januari in Thailand gemeld. [1] toegewezen slots moeten gebruiken of dat die slots, Op 24 januari 2020 meldde Frankrijk zijn eerste bij gebrek daaraan, naar een gemeenschappelijke bevestigde geval van COVID-19, het eerste in reserve van lucratieve slots voor het volgende Europa. Het eerste geval in België werd gemeld op kalenderjaar zouden terugkeren. In een reactie 4 februari 2020. Vanaf 22 februari was Italië het land daarop heeft de Europese Unie de regels die met de meeste gevallen in Europa en het op twee luchtvaartmaatschappijen ertoe aanmoedigen na meeste gevallen wereldwijd, en op 23 februari lege spookvluchten in de lucht te houden tijdelijk voerde het strenge maatregelen in. [2] opgeschort.

Figuur 0 1: COVID-19-tijdslijn

Begin van het jaar Begin van eerste 1 januari 2020 COVID-19-golf 18 maart 2020

4 februari 2020 Eerste COVID-19-geval in België

VIII Door de verspreiding van COVID-19 in België heropenen op 11 mei 2020, cafés en restaurants werden vanaf 18 maart 2020 aanvullende waren aan de beurt vanaf 8 juni 2020. Vanaf 15 juni maatregelen van kracht: strengere social 2020 trok het commerciële vliegverkeer weer aan. distancing-maatregelen, een verbod op niet- Op dat moment stond het aantal gevallen op het essentiële reizen, de sluiting van niet-essentiële laagste peil sinds het begin van de pandemie, winkels, een verbod op samenscholingen wat duidde op het einde van de eerste golf en het en sanctionering voor iedereen die zich niet aan begin van de herstelfase. de beperkingen hield. [4] Deze gebeurtenis wordt In augustus-september 2020 was het aantal nieuwe hier gebruikt als het begin van de crisis van coronabesmettingen per dag in België aan een de COVID-19-pandemie. nieuwe opmars bezig, wat later geïdentificeerd Op 20 maart 2020 om 15.00 uur plaatselijke tijd sloot werd als de tweede golf. Het begin van deze tweede België zijn grenzen voor alle niet-essentiële reizen, golf is vastgesteld op 31 augustus 2020 op basis wat het luchtverkeer nog meer onder druk zette. [5] van het verschil in het zevendaagse gemiddelde van nieuwe gevallen en ziekenhuisopnames. Zoals de meeste luchtvaartmaatschappijen in de Die week was de eerste week na de eerste golf wereld schortte Brussels Airlines haar commerciële waarin beide indicatoren een opwaartse trend vluchten op, aanvankelijk vanaf 21 maart 2020 tot vertoonden en twee maanden lang aanhielden 19 april 2020, maar uiteindelijk werd de start van de (het stijgende deel van de tweede golf). In de activiteiten uitgesteld tot 15 juni 2020 [6] [7] herstelfase was de tendens inzake nieuwe gevallen In de nasleep van de maatregelen die de Belgische en ziekenhuisopnames minder uitgesproken. [8] regering heeft genomen om het coronavirus in te Op 30 oktober 2020 had België de hoogste dijken, is het aantal vluchten op Brussels Airport besmettingsgraad van Europa, wat leidde tot een drastisch gedaald (-59%). nationale lockdown die vanaf 2 november 2020 Begin mei begon België de lockdown-maatregelen werd ingevoerd en tot na 2020 voortduurde, met geleidelijk aan te versoepelen; niet-essentiële reisbeperkingen en -maatregelen die op 18 en 30 winkels mochten (onder bepaalde voorwaarden) december 2020 nog werden verscherpt. [9] [10]

Begin van tweede Einde van het jaar COVID-19-golf 31 december 2020 31 augustus 2020

22 juni 2020 2 november 2020 Begin van herstelfase Begin van COVID-19-lockdown

IX SYNOPSIS

Les performances de la gestion du trafic aérien Sécurité (ATM, Air Traffic Management) reposent sur quatre domaines de performance clés (KPA, Key Perfor- Deux types d’évènements sont analysés dans mance Areas) : la sécurité, la capacité, l’environne- ce rapport, tous deux donnant un aperçu des ment et l’efficacité économique. Le présent rapport performances de la sécurité aux aéroports : les se focalise sur les opérations de skeyes à Brussels approches interrompues et les incursions de piste Airport (code OACI : EBBR). Son objectif est de (Runway Incursions, RI). Globalement, 2020 a fournir à nos principaux stakeholders les chiffres connu une diminution du nombre d’approches du trafic pour 2020 et des données pertinentes sur interrompues de 49%. Même si le nombre d’arrivées la performance de nos opérations à EBBR, à savoir a diminué de près de 60%, on a enregistré une pour trois des quatre KPA : la sécurité, la capacité augmentation de 25% du taux d’approches et l’environnement. interrompues pour 1.000 arrivées. Les raisons présidant à l’augmentation de ce taux étaient La pandémie de COVID-19 a eu des effets sociaux diverses : faible niveau de trafic, opérations sur et économiques importants dans le monde entier. une seule piste où seule une (1) des trois (3) pistes De nombreux pays, dont la Belgique, ont décidé d’im- est utilisée simultanément, trois (3) tempêtes poser diverses mesures afin de prévenir la propagation survenues en février 2020, vent du nord-est en de la pandémie de COVID-19. Ces mesures ont princi- avril et mai et/ou fermeture de la piste 07L/25R palement affecté les mouvements de personnes, ce à cause des travaux de rénovation des pistes. En qui a entraîné finalement des niveaux de perturbation 2020, la raison la plus fréquente des approches sans précédent dans les pays du monde entier. interrompues était le facteur météorologique. Cette raison apparaît 66% plus souvent qu’en 2019. Au total, il y a eu 12 incursions de piste et aucune Trafic d’entre elles n’est imputable à l’ATM.

Le trafic à Brussels Airport a diminué de 59%. Le nombre de vols passagers a chuté de 68%, tandis que le nombre de vols cargo a augmenté de 28% par Capacité et Ponctualité rapport à l’année précédente. Malgré la baisse du Sur le plan de la performance des pistes, la capacité trafic, un profil similaire des moments horaires de la et les retards sont indissociables. Comme les années journée a été observé avec des pics entre 08h00 et précédentes, on analyse la capacité de transport de 11h00 et plus tard entre 18h00 et 21h00 heure locale. l’aéroport en comparant le trafic réel à la capacité IFR (Instrument Flight Rules) déclarée. Il y a eu 2020 a été une année particulière pour Brussels une (1) occasion où la capacité a été dépassée. Cela Airport car de nombreux facteurs ont influencé s’est produit le 29 février lorsque la piste 19 a été l’utilisation des pistes. Cependant, la piste 25R reste utilisée tant pour les arrivées que pour les départs. la piste la plus utilisée. De plus, des facteurs météo- Les 17 heures avec la plus forte affluence ont été rologiques (par ex. les tempêtes de vent en février) enregistrées en Q1 2020, avant la crise du COVID-19. et des travaux sur la piste 25R/07L (du 13 juillet au La capacité déclarée n’a été dépassée à aucune 23 août) ont imposé l’utilisation d’autres configura- de ces occasions. tions de piste que celles pratiquées habituellement.

X Environnement

Brussels Airport est géographiquement situé dans une zone densément peuplée, les informations sur l’utilisation des pistes sont donc très importantes pour les communautés de riverains. Le choix des pistes, le nombre d’atterrissages verts et la quantité de mouve- Le retard à l’arrivée est analysé, car un objectif de ments nocturnes sont analysés dans ce chapitre. performance a été fixé pour EBBR, défini comme En général, skeyes mesure l’utilisation du PRS (Pre- le retard ATFM (Air Traffic Flow Management) ferential Runway System) en nombre d’heures. En moyen (en minutes) par vol, imputable à skeyes. 2020, le respect du PRS en unités de temps s’élevait Le retard à l’arrivée dû à des causes considérées à 51%. Cependant, il est également possible d’en- comme étant imputables au prestataire de registrer le nombre de vols qui étaient conformes services de navigation aérienne (ANSP) en 2020 au PRS et cette valeur pour 2020 s’élevait à 77% s’élevait en moyenne à 0,03 minute/vol, soit de toutes les opérations. L’évolution mensuelle de sous l’objectif défini de 0,17 minute/vol. Aucune l’utilisation du PRS montre le faible respect dans les régulation n’a été imposée par le contrôle mois suivant le début de la pandémie de COVID-19 : aérien tour à Brussels Airport de la mi-mars à la seule une des trois pistes a été utilisée simultané- fin 2020. Pour la période de référence 3 (RP3), ment, ce qui a finalement entraîné une hausse de 2020-2024, seul Brussels Airport a été considéré la non-utilisation du PRS. Outre les opérations sur comme aéroport déterminant et c’est pourquoi une seule piste et les conditions météorologiques, l’objectif national de 0,17 minute/vol en 2020 était des travaux sur la piste 07L/25R (été 2020) ont également l’objectif de Brussels Airport. également contribué à l’augmentation des chiffres Outre la ponctualité, ce rapport mentionne les relatifs à la non-utilisation du PRS. détails des retards du point de vue de l’aéroport, Les pourcentages de CDO (Continuous Descent c.-à-d. compte tenu de l’impact causé par les Operations) sont assez stables au cours des quatre régulations non seulement à EBBR, mais aussi dernières années, avec les indicateurs de performance dans l’espace aérien en route belge et par d’autres CDO Fuel proche de 65% et CDO Noise autour de 78%. prestataires de services de navigation aérienne. Lorsque l’on considère les CDO effectuées par piste, En 2020, 2.791 vols au départ de Brussels on constate également que le ratio des CDO effec- Airport ont été retardés, entraînant un total tuées est similaire à celui de l’année précédente pour de 38.793 minutes de retard. 10% de ce retard chaque piste. Notez que les données PRS et CDO se sont imputables à skeyes, alors que 90% sont trouvent également sur le site web de Brussels Airport imputables à d’autres ANSP. La répartition des Traffic Control (BATC) : www.batc.be. retards mérite d’être mentionnée, la plupart des vols (68%) étant retardés de 15 minutes maximum, A Brussels Airport, le nombre maximum de slots de alors que 2% des vols ont été retardés de plus nuit pouvant être attribués est fixé par le gouver- d’une heure. En ce qui concerne les arrivées, nement fédéral, sur base de l’Arrêté ministériel du 19.765 vols à destination de Brussels Airport ont 21 janvier 2009. Cet Arrêté stipule qu’un maximum été retardés, accusant au total un retard de 42.795 de 16.000 slots de nuit peuvent être attribués par minutes. 46% de ces retards sont imputables à année civile. Une nuit commence à 23h00 et se ter- skeyes, alors que 54% sont imputables aux mesures mine à 06h00 heure locale. En 2020, 11.132 mouve- ATFM imposées par d’autres ANSP. Moins de 87% ments de nuit ont été enregistrés à Brussels Airport des vols retardés l’ont été de moins de 30 minutes. par l’Airport Movement System.

XI COVID-19-PANDÉMIE

L’année 2020 est une année qui a été profondé- Le 11 mars 2020, l’OMS a estimé que le COVID-19 ment impactée par la pandémie de COVID-19. Cette pouvait être qualifié de pandémie. partie constitue un bref résumé afin de fournir une Le gouvernement belge est passé en phase fédé- chronologie au lecteur. On y fera référence plus loin rale de gestion de crise à partir du 13 mars 2020 et dans le rapport pour appuyer certaines déclarations. a ordonné la fermeture des écoles, des restaurants L’année 2020 peut être scindée en une période et cafés ainsi que l’annulation des rassemblements avant la crise du COVID-19 et la crise du COVID-19. publics à des fins sportives, culturelles ou festives. [3] Ceci peut être visualisé sur l’Illustration 0-1. A ce stade, les mesures prises par les pays contre le La pandémie trouve son origine à Wuhan, en Chine, COVID-19 et les mesures de précaution prises par en décembre 2019. L’Organisation mondiale de la les passagers entraînent la suspension des vols et santé (OMS) a publié un communiqué sur l’épidé- l’exploitation de vols fantômes par les compagnies mie le 5 janvier 2020 pour signaler un groupe de cas aériennes. Les vols fantômes sont maintenus dans de pneumonie de cause inconnue à Wuhan, dans les airs dans le cadre de la règle du ‘créneau utilisé la province du Hubei. Celui-ci a ensuite été identifié ou perdu’ qui stipule que les transporteurs doivent comme la maladie à coronavirus (COVID-19), causée utiliser 80% de leurs créneaux horaires alloués, par le SARS-CoV-2. Le premier cas hors de Chine a sinon ils retournent dans un pot commun pour été signalé le 13 janvier 2020 en Thaïlande. [1] l’année civile suivante pour les créneaux lucratifs. Le 24 janvier 2020, la France a signalé son premier cas En réaction à cela, l’Union européenne a suspen- confirmé de COVID-19, le premier en Europe. Le pre- du temporairement les règles qui encouragent les mier cas en Belgique a été signalé le 4 février 2020. compagnies aériennes à opérer des vols fantômes A partir du 22 février 2020, l’Italie devient le pays qui vides dans les airs. compte le plus de cas en Europe et le troisième pays Des mesures supplémentaires, basées sur la pro- le plus touché dans le monde ; le 23 février 2020, elle pagation du COVID-19 en Belgique, ont été mises en met en place des mesures strictes. [2] place à partir du 18 mars 2020 avec des mesures de distanciation sociale plus strictes, l’interdiction des voyages non essentiels, la fermeture des magasins

Illustration 0-1 : Chronologie du COVID-19

Début de l’année Début de la crise 1er janvier 2020 du COVID-19 18 mars 2020

4 février 2020 Premier cas de COVID-19 en Belgique

XII non essentiels, l’interdiction des rassemblements et En août-septembre 2020, le nombre de nouvelles des sanctions pour toute personne qui ne respecte infections au coronavirus par jour a recommencé à pas les restrictions. [4] Cet événement est utilisé augmenter en Belgique. Cette augmentation sera ici comme le début de la crise de la pandémie de identifiée plus tard comme la deuxième vague. Le COVID-19. début de la deuxième vague est fixé au lundi 31 août 2020 sur base de l’évolution de la moyenne sur Le 20 mars 2020 à 15h heure locale, la Belgique sept jours de nouveaux cas COVID-19 et d’hospita- a fermé ses frontières à tous les voyages non lisations. Cette semaine a été la première semaine essentiels, ce qui a eu un impact supplémentaire après la première vague où les deux indicateurs sur le transport aérien. [5] étaient positifs pendant toute la semaine et le res- Comme la plupart des compagnies aériennes dans taient pendant deux mois (la partie ascendante le monde, Brussels Airlines a suspendu ses vols de la deuxième vague). Dans la phase de reprise, commerciaux, initialement à partir du 21 mars 2020 la tendance au niveau des nouveaux cas et des jusqu’au 19 avril 2020, mais a finalement reporté le hospitalisations était moins prononcée. [8] début des opérations au 15 juin 2020. [6] [7] Le 30 octobre 2020, la Belgique a enregistré le taux Suite aux mesures prises par le gouvernement belge d’infection le plus élevé d’Europe, ce qui a conduit pour endiguer le coronavirus, le nombre de vols à à un confinement national, instauré le 2 novembre Brussels Airport a radicalement diminué (-59%). 2020 et qui a été prolongé au-delà de 2020 avec des restrictions et des conditions de déplacement Début mai, la Belgique a commencé à assouplir renforcées le 18 décembre et le 30 décembre 2020. progressivement les mesures de confinement en [9] [10] rouvrant les magasins non essentiels (sous certaines conditions) le 11 mai 2020 et les cafés et restaurants à partir du 8 juin 2020. A partir du 15 juin 2020, le trafic commercial a repris. A ce stade, le nombre de cas était le plus bas depuis le début de la pandé- mie, ce qui indique la fin de la première vague et le début de la phase de reprise.

Début de la deuxième Fin de l’année vague du COVID-19 31 décembre 2020 31 août 2020

22 juin 2020 2 novembre 2020 Début de la phase de reprise Début du confinement COVID-19

XIII TABLE OF CONTENTS 1. Traffic 1 Overview 2 Traffic patterns 6 Runway use 9

2. Safety 13 Missed Approaches 15 Runway incursions 19 Recommendations and awareness 21

3. Capacity & Punctuality 23 Airport Capacity 24 Punctuality 28

4. Environment 35 Preferential Runway System 36 Runway configurations 46 Continuous Descent Operations (CDO) 48 Night movements in 2020 53

Annex 55 Annex 1: Monthly overview of arrivals and departures at peak hours 56 Annex 2: Bibliography 62 Annex 3: Fact sheet 63

Traffic / XV LIST OF FIGURES Figure 0‑1: COVID-19 timeline IV Figuur 0 1: COVID-19-tijdslijn VIII Illustration 0-1 : Chronologie du COVID-19 XII Figure 1-1: Historical traffic overview 2 Figure 1-2: Total monthly movements per year 3 Figure 1-3: Airport Weekly Movements 4 Figure 1-4: Evolution of the cargo traffic (2020 vs 2019) 5 Figure 1-5: Passenger flights 5 Figure 1-6: Average hourly movements (LT) 6 Figure 1-7: Total movements per day and night per year 7 Figure 1-8: Number of arrivals per runway per year 9 Figure 1-9: Number of departures per runway per year 10 Figure 1-10: Movements per runway per year 10 Figure 1-11: Runway use by orientation per year 11 Figure 2-1: Missed approaches in 2020 per cause 15 Figure 2-2: Missed approaches per 1,000 arrivals, per year 16 Figure 2-3: Missed approaches in 2020 due to Wx – thunderstorm – windshear 16 Figure 2-4: Runway incursions 2020, per month, per category 19 Figure 2-5: Runway incursions 2017-2020, per year, per category 20 Figure 2-6: Rate of runway incursions per 100,000 movements 2017-2020, per year 20 Figure 3-1: Day(s) that exceeded or almost reached the declared capacity - 2020 26 Figure 3-2: Busiest hours of the year 27 Figure 3-3: Arrival delay KPI at Brussels Airport for 2018-2020, per year 29 ...

Traffic / XVII

Figure 3-4: ATFM delay for departing flights attributable to skeyes and other ANSPs 30 Figure 3-5: Evolution of the ATFM delay for departing flights attributable to skeyes and other ANSPs 30 Figure 3-6: Distribution of delayed traffic (departures) per delay interval 31 Figure 3-7: ATFM delay for arriving flights attributable to skeyes and other ANSPs 32 Figure 3-8: Evolution of the ATFM delay for arriving flights attributable to skeyes and other ANSPs 32 Figure 3-9: Delayed arriving flights per category in 2020 33 Figure 4-1: Runway Configuration Scheme as published in the Belgian AIP 36 Figure 4-2: Monthly Overview of PRS Use 2020 (time) 37 Figure 4-3: Reasons Distribution in 2020 39 Figure 4-4 Wind Rose EBBR 2020 40 Figure 4-5 Wind Rose EBBR March 2020 41 Figure 4-6 Wind Rose EBBR April and May 2020 41 Figure 4-7: Use of the PRS: Comparison 2017 – 2020 (time) 42 Figure 4-8: Evolution of Reasons for non-use of PRS 2019 – 2020 (time) 43 Figure 4-9: Monthly Overview of Use of PRS 2020 (% of movements) 44 Figure 4-10: Yearly Use of PRS 2017 – 2020 (% of movements) 44 Figure 4-11: Runway Configuration Use 2017 – 2020 at EBBR 47 Figure 4-12: CDO Fuel usage 49 Figure 4-13: CDO Noise usage 49 Figure 4-14: Total CDO Fuel and Noise per year 50 Figure 4-15: CDO Fuel per runway 51 Figure 4-16: CDO Noise per runway 51 Figure 4-17: Number of movements between 23:00 and 06:00 LT 53 Figure 4-18: Traffic drop Day/Night in 2020 53

Traffic / XIX LIST OF TABLES Table 2-1: Main causes for missed approaches 17 Table 3-1: Declared IFR capacity 25 Table 3-2: Number of arrivals and arrival delay at Brussels Airport for 2017-2020, per year, per cause 29 Table 4-1: Wind criteria 37 Table 4-2: Monthly Overview of non-Use of the PRS per Reason in 2020 (time h:mm) 38 Table 4-3: Duration of Runway Configurations Used at EBBR in 2020 (h:mm) 46

Traffic / XXI GLOSSARY ADAP : ATM Data Analytics and Process FL : Flight Level AIP : Aeronautical Information Publication FT : Feet AMS : Airport Movement System ICAO : International Civil Aviation Organization ANSP : Air Navigation Service Provider IFR : Instrument Flight Rules ARR : Arrival KPA : Key Performance Area ATC : Air Traffic Control KPI : Key Performance Indicator ATCO : Air Traffic Control Officer KT : Knot ATFM : Air Traffic Flow Management LVO : Low Visibility Operations ATM : Air Traffic Management LRST : Local Runway Safety Team BCAA : Belgian Civil Aviation Authority MCT : Maximum Capacity Throughput BSC : Belgium Slot Coordination NM : Nautical Mile CDO : Continuous Descent Operation NM : Network Manager (EUROCONTROL) COVID-19 : Corona Virus Disease (2019) PANS : Procedures for Air Navigation Services CRSTMP : C-Capacity, R-Routing, S-Staffing, T- Equipment, M- Airspace PRS : Preferential Runway System Management, P- Special Event RAT : Risk Analysis Tool CSMU : Corporate Safety Management Unit RI : Runway Incursion CTOT : Calculated Take-Off Time PRU : Performance Review Unit CTR : Control Zone of an Airport ROTA : Runway Occupancy Time for Arrival DEP : Departure RWY : Runway EASA : European Aviation Safety Agency SRO : Simultaneous Runway Occupancy EBBR : Brussels Airport ICAO Code T/O : Take-Off ETOT : Estimated Take-Off Time VFR : Visual Flight Rules EU : European Union FABEC : Functional Airspace Block Europe Central

Traffic / XXIII

1. TRAFFIC

In this chapter, the traffic at Brussels Airport is presented, as recorded by the Airport Movement System (AMS) developed by skeyes. The AMS records the movements at an aerodrome and within its Control Zone (CTR). The movements are defined as an aircraft either crossing the CTR, landing or taking off at the aerodrome.

The figures presented throughout the report consider a movement as a take-off or landing of all traffic (VFR and IFR, helicopters and airplanes, commercial, military or general aviation). As this report considers runway performance, movements such as crossings of CTRs are not considered. As such1: y one take-off = one movement y one landing = one movement y one touch-and-go = two movements.

1 As per BCAA’s aerodrome movement definition Overview

The number of aircraft movements over measures mainly affect people movements the past four years are as follows: which eventually lead to unprecedented levels of disruption in countries throughout y 2017: 237,888 (234,894 IFR; 2,994 VFR) the world. y 2018: 235,459 (232,286 IFR; 3,173 VFR) y 2019: 234,462 (231,275 IFR; 3,187 VFR) This has clear implications for the aviation y 2020: 95,811 (93,118 IFR; 2,693 VFR) industry. Figure 1-1 shows the traffic evolution at Brussels Airport for the previous The COVID-19 pandemic has resulted in 23 years. Peaks and drops indicate events significant social and economic impacts which caused traffic to decrease (Sabena’s throughout the world. In addition to the bankruptcy, Financial crisis etc). health crisis, the impacts on travel behav- Even though, various events influenced iour have also been severe. Many countries, the fluctuation over the last 23 years, including Belgium, have decided to impose it is most likely that COVID-19 so far has a variety of measures in order to prevent the had the biggest impact in this respect. spread of the COVID-19 pandemic. Those

350,000

300,000

250,000

200,000 attack 19 pandemic crisis Sabena bancrupcy - Financial crisis 150,000 # Movements Volcano ash crisis COVID Terrorist

100,000

50,000

0 1 2 3 5 6 7 9 7 9 4 8 0 8 0 1 1 1 1 1 1 1 1 1 1 9 9 2 9 0 0 0 0 0 0 0 0 0 0 00 1 9 9 0 9 00 7 00 5 00 2 00 3 2 00 8 00 9 00 6 00 4 00 0 2 2 2 2 2 2 1 1 2 2 2 1 2 2 2 2 2 2 2 2 2 2 2

Total Trafﬁc

Figure 1-1: Historical traffic overview

2 / Traffic Figure 1-2 provides information about the monthly traffic level as from March 2020. In total, there were evolution of the traffic at Brussels Airport for 93,118 IFR flights operated in 2020 compared with the previous four (4) years. After two (2) years 231,275 in 2019. The number of flights went down of relatively steady traffic in 2018 and 2019 the by 59% on annual level. COVID-19 pandemic crisis started to affect the

25,000

20,000

15,000

10,000 Movements

5,000

0 JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC 2017 17,329 16,623 19,537 19,569 21,677 21,509 22,254 21,450 21,592 21,062 18,387 16,899 2018 17,069 16,480 18,797 19,893 20,873 21,000 22,415 21,486 21,331 20,021 18,699 17,395 2019 17,231 15,518 18,126 19,710 21,055 20,895 22,599 21,629 21,533 20,622 18,064 17,480 2020 16,885 16,538 10,894 2,359 2,859 3,956 8,200 8,474 7,141 6,901 5,298 6,306

Figure 1-2: Total monthly movements per year

Traffic / 3 The highest amount of traffic in 2020 was recorded The variation of traffic in 2020 is also caused by the in months prior to the COVID-19 crisis which started restrictions imposed on VFR flights. Although VFR in March 2020. The busiest month of the year was flights make a small share of the total traffic figures at January with 16,885 movements. EBBR (1.36% of total traffic in 2019) it is worth mentioning that those restrictions limited the non-essential A weekly traffic comparison between 2019 VFR activities at Brussels Airport in spring 2020. As and 2020 is given in Figure 1-3. The variation from the 11th of May the gradual recovery of VFR traffic can be explained by different factors including: kicked off (which corresponds to week 19). The next y COVID-19 travel restrictions – starting as of March increase in traffic is linked to the restart of the com- 2020 (week 11) mercial activities at the airport in mid-June (week 25). y Overall economic downturn affecting airlines and Soon after, airlines increased their activities trying to airports alight with their summer schedule. The second wave y Seasonal variation (on 2019 traffic) of COVID-19 imposed a new set of measures which y Weather conditions (VFR traffic). eventually lead to the additional decrease in traffic. Christmas and holiday season influenced the number of travels to increase towards the end of the year.

6,000

5,000

4,000

3,000

Movements 2,000

1,000

0 1 1 1 1 1 1 2 9 5 6 7 2 3 9 5 6 7 2 3 9 5 6 7 2 3 5 6 7 8 9 2 3 5 6 7 8 9 2 3 0 8 4 0 8 4 0 8 4 0 4 0 1 4 5 3 2 1 1 1 1 1 1 4 1 1 1 0 5 3 3 3 3 3 3 2 2 2 2 2 2 4 4 4 4 4 5 4 4 3 3 3 2 2 2 0 0 0 0 0 0 0 4 4 0 Before COVID-19 COVID-19 crisis Initial recovery COVID-19 second wave

Trafﬁc 2019 Trafﬁc 2020

Figure 1-3: Airport Weekly Movements

Even though most of the airlines went through a case with the cargo and freight transport. In 2020, significant decrease in average number of flights Brussels Airport has seen more cargo traffic than in at EBBR, some of them recorded a positive trend 2019, even in absolute numbers which can be seen in this respect. These airlines were mostly operat- in Figure 1-4. This figure provides the monthly com- ing cargo flights (BSC, ETH, QTR, BAF). There were parison of the cargo traffic evolution for the last two 19.65% of cargo flights at Brussels Airport in 2020 (2) years at EBBR. Cargo traffic starts to overtake (out of total IFR flights). All over the world coun- the figures of 2019 as from the beginning of the tries were imposing restrictions on people moving COVID-19 crisis. Overall, the number of cargo flights and traveling, and as such the majority of market increased by 28.2% if compared to 2019. segments were heavily impacted. This was not the

4 / Traffic 2,000

1,800

1,600

1,400

1,200

1,000

800

600 Number of ﬂights

400

200

0 JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC 2019 1,216 1,049 1,138 1,155 1,244 1,183 1,245 1,203 1,172 1,346 1,361 1,274 2020 1,193 1,154 1,311 1,414 1,675 1,716 1,762 1,591 1,638 1,766 1,679 1,798

Figure 1-4: Evolution of the cargo traffic (2020 vs 2019)

Whilst cargo figures were growing, the passenger traffic was decreasing. In 2020 the share of passenger flights were 69% out of total IFR movements.

100% 90% 80% 70% 60% 50% 87% 40% 69% 30% 20% 10% 0% 2019 2020 Other 31,343 28,489 Passenger ﬂights 203,119 64,629

Figure 1-5: Passenger flights

Traffic / 5 Traffic patterns

The graphs in Figure 1-6 show the average traffic was observed with rather smaller peaks between throughout the hours of the day over the period 08:00 and 11:00 and later between 18:00 and 21:00 from 2017 to 2020. Despite the decrease in traffic, Local Time (LT). a similar profile of daily movements during the day

30 Movements 20

0 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Hours of day

2020 2017-2019

Figure 1-6: Average hourly movements (LT)

6 / Traffic Figure 1-7 shows the number of day and night This can be explained by the increased number movements at Brussels Airport for the last four of cargo operations that typically occurred around years. It is clear that the night figures didn’t drop midnight and early in the morning. proportionally with the drop of the total traffic.

250,000 221,061 217,761 217,114

200,000

150,000

100,000 84,679 Movements

50,000 17,698 17,348 16,827 11,132

0 2017 2018 2019 2020

Day (06:00-23:00 LT) Night (23:00-06:00 LT)

Figure 1-7: Total movements per day and night per year

Note that further details about night movements are provided in Chapter 4 about Environment, as these are monitored as part of the noise reduction measures applicable at the airport.

Traffic / 7 8 / Traffic Runway use

The use of one runway configuration over another runway use such as single runway operations depends on several factors that must be considered, where operations took place at one out of three which are presented in Chapter 4. Figure 1-8, runways. During the works on RWY 07L/25R (from Figure 1-9 and Figure 1-10 show the runway use the 13th of July to the 23rd of August), RWY 19 was at Brussels Airport, divided between arrival and extensively used which explains the increase in departure movements. RWY 25L continues to be number of arrivals and departures for that runway. used for arrivals, while 25R is the most frequently Also, meteorological conditions continue to play an used runway. 2020 was a special year for Brussels important role when it comes to the runway usage Airport as there were many factors affecting the statistics.

140,000

120,000

100,000

80,000

60,000 Movements 40,000

20,000

0 25R ARR 25L ARR 07R ARR 07L ARR 19 ARR 01 ARR Total ARR 2017 37,792 65,555 269 2,451 2,464 10,409 118,940 2018 32,888 58,444 734 5,445 3,921 16,295 117,727 2019 35,448 62,399 1,176 6,640 3,385 8,185 117,233 2020 19,433 17,158 136 991 5,929 4,265 47,912

Figure 1-8: Number of arrivals per runway per year

Traffic / 9 140,000

120,000

100,000

80,000

60,000 Movements 40,000

20,000

0 25R DEP 25L DEP 07R DEP 07L DEP 19 DEP 01 DEP Total DEP 2017 100,501 138 11,397 1,752 5,114 46 118,948 2018 89,623 143 19,757 2,781 5,352 76 117,732 2019 96,698 122 13,202 2,544 4,450 213 117,229 2020 35,626 366 1,661 1,501 6,668 2,077 47,899

Figure 1-9: Number of departures per runway per year

160,000

140,000

120,000

100,000

80,000 ARR DEP 60,000

40,000

20,000

0 25R 25L 07R 07L 19 01 25R 25L 07R 07L 19 01 25R 25L 07R 07L 19 01 25R 25L 07R 07L 19 01 2017 2018 2019 2020

Figure 1-10: Movements per runway per year

10 / Traffic The runway use by compass bearing, or orientation – 250° (West-southwest) , 070° (East-northeast), S - 190° (South), 010° (North) – is presented in Figure 1-11 below. It can be seen that the orientation 250° is mainly used.

100% 4% 7% 4% 7% 3% 3% 90% 4% 7% 10% 13% 12% 80% 5% 70%

60%

50% 86% 40% 83% 77% 77% 30%

20%

10%

0% 2017 2018 2019 2020 1 10,455 16,371 8,398 6,342 19 7,578 9,273 7,835 12,597 07L/07R 15,869 28,717 23,562 4,289 25L/25R 203,986 181,098 194,667 72,583

Figure 1-11: Runway use by orientation per year

Traffic / 11 12 / Traffic 2. SAFETY

This chapter is divided in three topics: missed approaches, runway incursions, and recommendations.

The missed approaches covered in the following chapter are based on internal logging. As such the quality and accuracy of the available information is commensurate with the level of reporting. These logs of missed approaches are not considered as safety occurrences. They are an operational solution allowing to maintain safety margins when the approach cannot be continued for a safe landing. At the same time, particularly during peak hours at busy airports, they also increase the traffic complexity and the residual safety risk. It could be argued that missed approaches are a hybrid leading indicator, and that by analysing the reasons leading to this type of procedure, it is possible to examine if there are any systemic deficiencies in a technical equipment, in a procedure or in manner in which Air Traffic Control Officers (ATCOs) and/or pilots apply these procedures.

The runway incursions are a lagging runway safety indicator. The runway incursions and other noteworthy incidents are safety occurrences. These are subject to a risk classification using the Risk Analysis Tool (RAT) methodology for the contribution that skeyes had in the chain of events (in accordance with EU Reg 376/2014 and EU Reg 2019/317). The following chapters indicate the severity classification that was derived from the calculated RAT risk for the safety occurrences. The following definitions apply for the severity classification (in accordance with EASA AMC). Severity Classification Description A – Serious incident An incident involving circumstances indicating that an accident nearly occurred. An incident associated with the operation of an aircraft, in which the safety of the aircraft may have been compromised, having led to a near collision between aircraft, with ground B – Major incident or obstacles (i.e. safety margins were not respected; in this case, not as a result of an ATC instruction). An incident involving circumstances indicating that an accident, or a serious or major C – Significant incident incident could have occurred if the risk had not been managed within the safety margins, or if another aircraft had been in the vicinity. Insufficient information was available to determine the severity, or inconclusive D – Not determined or conflicting evidence precluded such determination (RAT RF < 70 %). E – No safety effect An incident which has no safety effect. N – No ATM ground No system, procedure or person involved in the provision of ATC services initiated contribution or contributed to the incident.

14 / Safety Missed Approaches

Missed approaches are performed according to The number of missed approaches at Brussels published procedures, under the instructions of Airport is monitored on a weekly basis. Missed the air traffic controller or they are initiated by the approaches are closely followed by skeyes’ safety pilot when the approach cannot be continued for a unit, trends are analysed and when relevant, inves- safe landing. Besides the discomfort for passengers tigations are conducted to identify root causes and and crew, the missed approaches increase the air implement improvement measures. traffic management complexity. The number of An overview of the missed approaches recorded missed approaches and particularly their cause at EBBR in 2020 is given in Figure 2-1, followed by can therefore indicate which measures are to be tables and charts showing the evolution of missed taken to improve the safety of air navigation service approaches at Brussels Airport over the four (4) pre- provision. vious years, and details per runway.

2, M : Cabin crew not ready 1, R : Training Flight 1, V : RWY condition 3, P : FOD on the RWY 3, O : Other 4, T : Pilot's error 4, B : Previous landing on the RWY 48, I : Wx - 5, A : Too close behind preceding thunderstorm - Windshear 7, G : Tail wind

7, D : ACFT with technical problems

8, C : Departing trafﬁc on the RWY 42, Unstable Approach

16, H : Wx - visibility

Figure 2-1: Missed approaches in 2020 per cause

Figure 2-2 presents the rate of missed approaches that occurred in February 2020, Northeast wind per 1,000 arrivals for the previous four (4) years. Overall, in April and May and/or closure of RWY 07L/25R 2020 has seen a decrease of 49% in the total number due to the renovation works. of missed approaches. Even though the number In 2020, the visibility factor was the cause for both of arrivals has decreased by nearly 60%, an increase missed approaches on RWY 07R, which recorded of 25% in the rate of missed approaches per 1,000 the least number of arrivals among all runways at arrivals has been registered. The reasons for rates EBBR. This results with a peak of missed approaches to increase were various: low level of traffic, single rate per 1,000 arrivals in the graph below (Figure 2-2). runway operations where one (1) of the three (3) runways was used simultaneously, three (3) storms

Safety / 15 16.0 14.9 14.7

14.0

12.0

10.0

8.3 7.7 8.0 6.8

6.0 4.4 4.1 3.8 3.7 3.9 4.0 3.4 3.2 2.7 2.8 2.6 2.4 2.5 2.3 2.3 2.6 2.1 2.0 2.0 2.0 2.2

Missed approaches per 1,000 arrivals 1.9 2.0 1.6 1.4

0.0 RWY 01 RWY 19 RWY 07L RWY 07R RWY 25L RWY 25R Overall 2017 2018 2019 2020

Figure 2-2: Missed approaches per 1,000 arrivals, per year

In 2020 the most common reason for missed ap- seen three (3) storms which occurred on the 9th of proaches was the weather factor. It appears as a February 2020 (storm Ciara), the 10th of February reason 66% more often than in 2019. More than half 2020 and the 16th of February 2020 (storm Dennis). of all missed approaches caused by weather oc- Wx – thunderstorm- Windshear and Unstable ap- curred on RWY 19. proach made together 60% of all causes for missed approaches in 2020. Peaks of missed approaches The number of missed approaches due to meteoro- due to Wx – thunderstorm- Windshear were linked logical conditions including visibility, has increased to the aforementioned storms (Figure 2-3). compared to 2019 by 66%. Brussels Airport has

25 23

20 s e h c

a 15 o pp r A

d 10 ss e i M 5 5 4 3 2 2 2 1 1 1 1 1 1 1

0 r c b b b n g b b b b n b g a e e e e e a e e e e u u u J J F F F M F F F F F D A A ------5 4 5 3 9 2 3 9 1 0 6 0 7 6 1 1 1 1 1 2 2 1 2 2 2

Figure 2-3: Missed approaches in 2020 due to Wx – thunderstorm – windshear

16 / Safety Missed approaches per runway

All missed approaches are recorded by cause of es, in the previous 3 years is also shown, e.g. the top event, and the reporting is done by the ATCOs. five (5) reasons for missed approaches on RWY 19 in Table 2-1 shows the main causes for each runway, i.e. 2020 cover 60% of all reasons for missed approaches the causes responsible for more than 90% of missed in 2019, 80% in 2018 and 75% in 2017 on that same approaches in 2020 for RWY 19. The frequency that runway. these five reasons, which caused missed approach-

Table 2-1: Main causes for missed approaches

Top 5 causes in 2020 RWY 01 2017 2018 2019 2020 Total missed approaches 28 35 28 11

Unstable Approach 11 12 18 5 A : Too close behind preceding 2 4 7 2 C : Departing traffic on the RWY 1 1 2 T : Pilot's error 1 2 Authorized Vehicle still on RWY 1 2 part top 5 causes of 2020 54% 54% 93% 100%

Top 5 causes in 2020 RWY 19 2017 2018 2019 2020 Total missed approaches 4 15 15 49

I : Wx - thunderstorm - Windshear 3 2 6 26 Unstable Approach 3 3 10 B : Previous landing on the RWY 7 3 H : Wx - visibility 3 D : ACFT with technical problems 2 part top 5 causes of 2020 75% 80% 60% 90%

Top 5 causes in 2020 RWY 07L 2017 2018 2019 2020 Total missed approaches 10 20 26 2

R : Training Flight 1 Unstable Approach 4 6 12 1 A : Too close behind preceding 2 3 4 Authorized Vehicle still on RWY 1 B : Previous landing on the RWY 1 1 4 part top 5 causes of 2020 70% 50% 81% 100%

Safety / 17 Top 5 causes in 2020 RWY 07R 2017 2018 2019 2020 Total missed approaches 4 5 9 2

H : Wx - visibility 2 A : Too close behind preceding 2 B : Previous landing on the RWY 3 3 4 C : Departing traffic on the RWY 1 G : Tail wind 1 part top 5 causes of 2020 75% 100% 67% 100%

Top 5 causes in 2020 RWY 25L 2017 2018 2019 2020 Total missed approaches 95 118 123 42

I : Wx - thunderstorm - Windshear 12 16 18 13 Unstable Approach 41 58 49 13 H : Wx - visibility 7 9 11 8 B : Previous landing on the RWY 6 5 1 1 C : Departing traffic on the RWY 1 1 part top 5 causes of 2020 69% 75% 65% 86%

Top 5 causes in 2020 RWY 25R 2017 2018 2019 2020 Total missed approaches 83 82 98 45

Unstable Approach 18 27 27 13 I : Wx - thunderstorm - Windshear 7 11 4 9 G : Tail wind 3 1 5 5 C : Departing traffic on the RWY 30 19 25 4 D : ACFT with technical problems 1 8 2 4 part top 5 causes of 2020 71% 80% 64% 78%

On runway 19 missed approaches caused by unsta- On runway 07L, there was one (1) missed approach ble approaches have increased in 2020, as have caused by an unstable approach which is signifi- the missed approaches due to windshear. cantly less than what was the case in 2019 (12). The use of this runway is not nominal but due Visibility appeared as the only reason for two (2) to the single runway operations, meteorological missed approaches which occurred on RWY 07R conditions and runway renovation works and both happened on the 3rd on RWY 07L/25R it was used more frequently for of March. the operations if compared with the previous years On both runway 25L and 25R, Unstable Approach (Figure 1-10 and Figure 1-11). and Wx – thunderstorm – Windshear present the dominant reasons for missed approaches in 2020.

18 / Safety Runway incursions

According to ICAO Doc 4444 – PANS–ATM, a Run- way Incursion (RI) is defined as “Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and take-off of aircraft”.

According to AMC 3 of EU Reg 2019/317, the ‘incorrect presence’ is defined as “the unsafe, unauthor- ised or undesirable presence, or movement of an aircraft, vehicle, or pedestrian, irrespective of the main contributor (e.g. ATC, pilot, driver, technical system)”.

Runway incursion rates

A monthly overview of the runway incursions for 2020 can be seen in Figure 2-4. In total there were 12 runway incursions and all without ATM contribution.

4 18,000 16,000 14,000 3 12,000 10,000 2 8,000

6,000 Movements 1

Runway incursions 4,000 2,000 0 0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

A B C D E no ATM contribution Movements

Figure 2-4: Runway incursions 2020, per month, per category

Safety / 19 Figure 2-5 gives a yearly overview of the runway incursions for the period from 2017 until 2020.

20 250,000

16 200,000

12 150,000

8 100,000 Movements

Runway incursions 6

4 50,000

0 0 2017 2018 2019 2020

A B C D E no ATM contribution Movements

Figure 2-5: Runway incursions 2017-2020, per year, per category

Rather than comparing absolute numbers, the rate per 100,000 movements for Brussels Airport looking into the rate of runway incursions is more for the years 2017 until 2020. The rate of RI with convenient for the comparison purposes no ATM contribution has significantly increased (over the years). Figure 2-6 shows in 2020.

14.00

12.00

10.00

8.00

6.00

Runway incursions 4.00 (per 100,000 movements) 2.00

0.00 2017 2018 2019 2020 no ATM contribution per 100,000 6.3 5.1 2.6 12.5 ATM contribution per 100,000 0.0 0.0 0.4 0.0

Figure 2-6: Rate of runway incursions per 100,000 movements 2017-2020, per year

20 / Safety Recommendations and awareness

The Local Runway Safety Team, which meets every so that all parties may benefit from the lessons two (2) months, is committed to increasing Runway learned. When recommendations are made Safety and is composed of pilots, air traffic control- in an investigation report, these are also discussed lers and safety departments from skeyes and the with other stakeholders. If a recommendation airport. The main objective is to reduce the number from skeyes concerns the airport for example, of Runway Incursions based on EUROCONTROL’s it’ll be discussed and agreed during an LRST European Action Plan for The Prevention of Runway meeting. Incursions. The events mentioned above are examples That’s the place where safety issues are discussed of incidents which were discussed during between partners. Also, outcomes of the safety the LRSTs so that improvements could be made investigations are shared among the partners and awareness raised.

Safety / 21

3. CAPACITY & PUNCTUALITY

This chapter is divided into two sections. In the first section, the airport capacity is addressed. The declared capacities for different runway configurations are given, as calculated in 2018.

In the second section, the punctuality at Brussels Airport is studied. The arrival delay, the delay due to regulations placed by Brussels Airport on the arrivals, is analysed. The delay is also analysed from the airport’s point of view, i.e. considering the impact on traffic to or from Brussels Airport caused by regulations not only at Brussels Airport, but also in the Belgian en-route airspace or/and by regulations placed by the other Air Navigation Service Providers (ANSPs). Airport Capacity

A performance indicator for airports is the throughput capacity and its utilisation. The throughput capacity of an airport is influenced by several factors, e.g. airport layout, weather, fleet mix, ATC procedures, etc. To better understand the following section, some definitions are given first:

Capacity Declared Capacity Aerodrome capacity is the estimated number of to- Declared capacity is the capacity per hour used to tal operations that a given aerodrome configuration determine the number of slots available for sche- can handle in a given period and under a given set dule coordination purposes. of assumptions, which are fleet mix, runway configuration, separation minima rules, weather condi- For the declared capacity of 2020, the figures of tions and technological aids. 2018 were taken, as the assumptions and conditions did not change.

Maximum Throughput For Brussels Airport, the declared capacities for (or Saturation) Capacity each runway configuration have been calculated as being 90% of the theoretical MCT. For the calcu- Maximum Throughput Capacity (MCT) is the lations of the MCT, on top of the above-mentioned fundamental measure of the runway configura- assumptions, the following was considered: tion capacity. MCT defines the average number of y The fleet mix of the busiest month in 2018 movements (arrivals and/or departures) that can be is taken as reference. performed for a specific runway configuration in y A nominal radar separation of 3NM is considered. one hour. Following assumptions are made: y A loss factor of 15% is considered for inter y There is a continuous supply of arrivals and/or arrival times. departures y The average runway occupancy time for arrival y Air Traffic Control rule - no Simultaneous Runway (ROTA) is based on an analysis of the charac‑ Occupancy (SRO) teristics of the aircraft landing at EBBR during y Air Traffic Control rule - safe Wake Vortex Separa‑ August 2018. tion Distances between two flights y The average approach speed is 145 knots (based y Static fleet mix (i.e. types of aircraft do not change) on measurements). y Approach and departure procedures do not y The average headwind differs per runway. change. y The inter departure time is a function of the time to reach an altitude after being cleared for T/O. Consequently, MCT is a theoretic measure of runway capacity and is represented as an average capacity for specific runway configuration.

24 / Capacity & Punctuality Table 3-1 shows the declared capacities depending on the runway configurations in Brussels Airport.

Table 3-1: Declared IFR capacity

Runway Declared Capacity Runway configuration DEP ARR DEP ARR MVT RW01 01 01 38 33 40 RW19 19 19 38 33 39 RW07L --- 07L --- 32 32 RW07R 07R --- 34 --- 34 RW25L --- 25L --- 34 34 RW25R 25R 25R 41 34 41 RW01-07R-07L 07R-07L 01 34 27 54 RW25L-25R 25R 25L+25R 41 68 75 RW25R-19 25R+19 25R 35 34 45

In February 2020 there was one (1) occasion when capacity for the peak hour of each day of the the capacity was exceeded. It happened on the month. A peak hour is determined on a 15 minutes 29th of February when RWY 19 was in use for both floating basis2. arrivals and departures. Figure 3-1 shows the number of arrivals and departures, along with the The monthly overview of the year can be found runway configuration and the resulting declared in Annex 1.

2 NOTE: Due to the complex dependencies (both ground and air) of runways in configuration 19,25L,25R the theoretical declared capacity could not be calculated analytically. Factors like controller workload need to be accounted for to calcu‑ Capacity & Punctuality / 25 late a theoretical capacity. However, this issue is currently being addressed by an ongoing project with EUROCONTROL. three (3) months of 2020, before the COVID-19 crisis. February The declared capacity was not exceeded in any of these occasions. 80 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75

50 21 18 17 42 39 33 40 37 42 44 37 38 39 39 39 38 40 35 36 33 38 36 39 39 30 36 36 30 32 33 30 25

Movements / peak hour 20 36 37 37

23 24 10 19 19 21 20 15 17 15 17 18 18 16 17 18 17 17 17 16 16 18 15 16 14 12 14 0 R R R R R R R R R R R R R R R R R R R R R R 9 R R R R R R 1 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Y , , , , , , , , , , ,2 , , , , , , , , , , , , , , , , , L L L L L L L L L L L L L L L L L L L L L L L L L L L L W 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 , , , - Y Y Y Y Y 9 9 Y Y Y 9 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y 5 Y 1 Y 1 1 4 : W W W W W Y W Y W W W W W W W W W W W W W W W W W Y W W 9 R R R R R R R R R R R R R R R R R R R R R R R R R ------0 - - - - W - W - W ------5 5 5 0 5 0 5 0 0 0 0 5 5 0 0 0 0 5 0 0 5 5 0 R R R 1 1 0 0 1 b 4 - - 3 3 - 3 4 : 3 3 3 4 : 3 : 0 :4 4 :3 3 4 :3 : : : : :3 : : :3 3 4 3 : : : : : : : : 8 : : : e 8 8 0 5 5 8 8 8 8 8 8 8 8 8 1 8 8 8 8 8 1 8 8 8 8 8 8 8 8 F 3 : 4 0 1 0 0 1 0 0 : 0 0 : 0 0 - 0 0 0 0 0 0 0 0 - - 0 0 0 9 0 0 ------8 ------b ------9 8 b b - b b b b 0 b b b b 2 b b b 0 b - b b b 0 b b e b b b b b e e e e e e e e e - e e e e - e e F e e e e e e e e e F b - F F F F F F F F b F F F F b F F F F F F F - - F F F F - - - - e ------e - - - - e - - 6 - - 2 3 - - - 1 2 1 1 8 3 5 F 0 2 4 5 7 8 9 0 4 5 6 7 4 6 F 8 - 11 1 F 1 1 1 2 2 2 2 0 0 0 0 - 1 - 1 1 2 2 2 2 2 0 0 0 9 7 3 0 1 0

ARR DEP Declared Capacity

Figure 3-1: Day(s) that exceeded or almost reached the declared capacity - 2020

26 / Capacity & Punctuality Figure 3-2 provides the days in 2020 with the three (3) months of 2020, before the COVID-19 crisis. busiest hours in terms of number of arrivals and The declared capacity was not exceeded in any departures. The busiest hours occurred in the first of these occasions.

80 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75

50 17 21 42 36 43 37 35 42 36 40 42 42 39 37 37 44 40 40

Movements / peak hour 20 42 37 27 23 24 24 22 10 20 19 18 18 18 19 21 18 20 15

R R R R R R R R R R R R R R R R R 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 , , , ,2 , , , , , , , , , ,2 ,2 , , L L L L L L L L L L L L L L L L L 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 , Y Y Y 9 Y Y Y Y Y Y Y Y Y Y Y Y Y 1

W W W Y W W W W W W W W W W W W W R R R R R R R - R R R R R R R R R - - W ------5 0 0 R 5 0 5 0 0 5 5 0 0 0 5 4 3 - 4 3 3 4 4 3 :3 : : 00 : :3 00 :4 : : : : 3 3 : :4 5 : : : : 8 8 8 9 8 8 8 8 8 8 8 8 8 8 8 8 4 1 1 0 0 : 0 0 0 0 0 0 - 0 0 - 0 0 0 - 0 - - 8 ------r r n r b r b n n 0 b b n n n b n a e a - a e a e e Ja e Ja Ja Ja F F n F M - F M Ja Ja F - M Ja - - M ------5 - - 3 - 3 7 4 5 1 Ja 6 3 2 6 8 7 5 7 2 9 4 0 1 1 2 0 - 2 0 0 0 0 0 0 5 0 0 1

ARR DEP Declared Capacity

Figure 3-2: Busiest hours of the year

Capacity & Punctuality / 27 Punctuality

Punctuality is a service quality indicator from a According to the FABEC Performance Plan the passenger perspective. This section observes one causes with ANSP contribution are (in the order of the factors that influences the punctuality: ATFM listed in the Performance Plan): (Air Traffic Flow Management) delay. ATFM delay is y C - ATC Capacity defined as the time difference between estimated y R - ATC Routing take-off time (ETOT) and calculated take-off time y S - ATC Staffing (CTOT) of the NM (Network manager, EUROCON- y T - Equipment (ATC) TROL) and is due to ATFM measures that are classi- y M - Airspace Management fied according to the respective causes listed below: y P - Special Events y A – Accident Hence, in the remainder of the report all causes y C - ATC Capacity with ANSP contribution are referred to as “CRSTMP” y D - De-icing while “Other Categories” aggregates all categories y E - Equipment (non-ATC) but CRSTMP and W (weather). y G - Capacity Aerodrome y I – Industrial Action (ATC) The discussion in this part is about the regulated y M - Airspace Management traffic at Brussels Airport where the first part con- y N – Industrial Action (non-ATC) siders the key performance indicator: arrival delay, y O - Other the delay of a flight due to a regulation placed by y P - Special Events the airport of arrival. In addition, this section gives y R - ATC Routing an overview of the influence of ATFM measures on y S - ATC Staffing departing traffic followed by an overview of the y T - Equipment (ATC) influence of ATFM measures on arriving traffic. y V - Environment y W - Weather y NA - Not Specified

Airport arrival ATFM delay per flight

As of the 1st of January, 2015, skeyes is subject to an calendar year. The indicator includes all IFR flights annual target regarding ATFM arrival delay. ATFM with an activated flight plan submitted to the Net- arrival delay is the delay of a flight attributable to work Manager landing at the destination airport the terminal and airport air navigation services and and covers all ATFM delay causes excluding excep- caused by restrictions on landing capacity (reg- tional events [11]. ulations) at the destination airport. The average Targets are set on a national level and on an airport minutes of arrival ATFM delay per flight is a perfor- level. The national target is the aggregation of the mance indicator in accordance with the European airport targets and the target was 0.10 min/flight for Performance Regulation (EU) no 317/2019, Annex 1 , the years 2016 until 2019, and only Brussels Airport section 1, §3.1(b). This indicator is the average time, and Liège Airport were considered as contributing expressed in minutes, of arrival ATFM delay per airports. For the reference period 3 (RP3), 2020-2024, inbound IFR flight and is calculated for the whole

28 / Capacity & Punctuality only Brussels Airport was considered as contribut- provided by the Performance Review Unit (PRU / ing airport and, therefore, the national target of 0.17 EUROCONTROL)3. In 2020, a total of 17,132 minutes minutes/flight in 2020 was also the target of Brussels of arrival delay at Brussels tower were registered. Airport, while there was no target for Liège Airport. Weather, as in previous four (4) years, is the main reason for regulations that caused delay for arriving For this performance indicator, a comparison is aircraft. The rest of the delay is attributable to CRST- made over the last four years. Table 3-2 gives the PM category which presents the causes with skeyes amount of arrival delay of Brussels tower and the to- contribution. That delay of 1,557 minutes was accu- tal number of arrivals per year. Note that the num- mulated before the start of the COVID-19 pandemic ber of arrivals in this section and the arrival delay crisis. There were no regulation placed by the EBBR for each flight is calculated by the NM and has been tower from mid-March until the end of 2020.

Table 3-2: Number of arrivals and arrival delay at Brussels Airport for 2017-2020, per year, per cause

YEAR # IFR Arrivals Arrival delay (min)

CRSTPM WEATHER OTHER CATEGORIES TOTAL

2017 116,365 15,991 68,548 9,909 94,448 2018 114,996 9,140 86,027 2,952 98,119 2019 114,639 7,276 76,310 19,721 103,307 2020 45,674 1,575 15,557 0 17,132

As mentioned before, the key performance indi- During 2020, the amount of CRSTMP arrival delay cator (KPI) is the average CRSTMP arrival delay per stayed below the target set for the airport. arrival at the airport. Figure 3-3 gives the data for The average CRSTPM arrival delay was 0.03 minutes Brussels Airport for the period from 2017 until 2020. per flight. This also implies that the national target, for Belgium, the aggregated arrival delay per flight of Brussels Airport was met in 2020.

1.00 0.90 0.90 0.85 0.81 0.80

0.70

0.60

0.50 0.38 0.40

0.30

0.20 0.14 0.08 0.06 0.10 0.03 Average delay per flight (min/flight) 0.00 2017 2018 2019 2020 Arrival delay/flight CRSTPM arrival delay/flight Target CRSTPM arrival delay/flight

Figure 3-3: Arrival delay KPI at Brussels Airport for 2018-2020, per year Capacity & Punctuality / 29 3 Hence the difference with figures in Chapter 1, where movements are counted using the AMS and the BCAA criteria. NM only account for flights with a registered flight plan. All ATFM delay affecting departures

Flights departing from an airport can be delayed of that delay is attributable to skeyes while 90.0% by ATFM measures in any of the sectors they cross (34,803 minutes) is attributable the other ANSPs. on their route. In 2020, 2,791 departing flights from Figure 3-4 shows the delay due to skeyes and other Brussels Airport were delayed resulting in a total ANSPs. of 38,793 minutes of delay. 10% (3,990 minutes)

10%, skeyes

90%, Other ANSPs

Figure 3-4: ATFM delay for departing flights attributable to skeyes and other ANSPs

Figure 3-5 depicts the evolution of the departing the delays imposed by skeyes and the other ANSPs delay over the last four years. Also, the ratio between is provided.

100% 6% 6% 10% 90% 27% 80% 70% 60%

50% 94% 94% 90% Delay % 40% 73% 30% 20% 10%

0% 2017 2018 2019 2020 skeyes 13,137 23,054 127,023 3,990 Other ANSPs 218,811 364,280 342,989 34,803 Delay (min)

Figure 3-5: Evolution of the ATFM delay for departing flights attributable to skeyes and other ANSPs

30 / Capacity & Punctuality To give a view of the severity of the impact, The graph in Figure 3-6 shows that 68% of the the delayed flights can be categorised based delayed flights were delayed for a maximum of 15 on the magnitude of the delay. minutes, and 98% of the delayed flights had a delay There are four categories: of less than one hour. y Between 1 and 15 minutes y Between 16 and 30 minutes y Between 31 and 60 minutes y More than 60 minutes.

2,000 68%

1,800 1,600

1,400 1,200

1,000

Departures 800 21% 600

400 9% 200 2% 0 01-15 min 15-30 min 30-60 min 60+ min

Figure 3-6: Distribution of delayed traffic (departures) per delay interval

All ATFM delay affecting arrivals

Flights arriving at an airport can be delayed In 2020, 2,695 flights with destination Brussels by ATFM measures in ATC sectors on the flight Airport were delayed and experienced a total plan (en-route delays) and arrival delays which are of 42,795 minutes of delay. 46% (19,765 minutes) caused by ATFM measures at the airport of arrival. of that delay is attributable to skeyes while 54% This section observes the delay of arriving traffic (23,030 minutes) is attributable to ATFM measures at Brussels Airport. placed by the other ANSPs. Figure 3-7 shows the ATFM delay attributable to skeyes and other ANSPs.

Capacity & Punctuality / 31 46%, skeyes

54%, Other ANSPs

Figure 3-7: ATFM delay for arriving flights attributable to skeyes and other ANSPs

Figure 3-8 depicts the evolution of the arriving flights delay over the last four years. Also, the ratio between the delays imposed by skeyes and other ANSPs is provided.

100% 90% 31% 80% 45% 50% 46% 70% 60% 50%

Delay % 40% 69% 30% 55% 50% 54% 20% 10%

0% 2017 2018 2019 2020 skeyes 110,365 120,138 227,104 19,765 Other ANSPs 135,981 261,276 226,000 23,030 Delay (min)

Figure 3-8: Evolution of the ATFM delay for arriving flights attributable to skeyes and other ANSPs

32 / Capacity & Punctuality 46%, skeyes

54%, Other ANSPs

Figure 3-7: ATFM delay for arriving flights attributable to skeyes and other ANSPs

Figure 3-8 depicts the evolution of the arriving flights delay over the last four years. Also, the ratio between Similarly to departures, delayed arrival flights can The graph in Figure 3-9 shows that most of the the delays imposed by skeyes and other ANSPs is provided. be categorised based on the magnitude of the delayed flights (64%) have been delayed with delay. a maximum of 15 minutes, and 98% of the delayed flights had a delay less than one hour.

100%

90% 2,000 31% 64% 80% 1,800 45% 50% 46% 70% 1,600 60% 1,400 50% 1,200

Delay % 40% 69% 1,000 30% 55% 54% Arrivals 50% 800 23% 20% 600 10% 400 11% 0% 2017 2018 2019 2020 200 2% skeyes 110,365 120,138 227,104 19,765 0 Other ANSPs 135,981 261,276 226,000 23,030 01-15 min 15-30 min 30-60 min 60+ min Delay (min)

Figure 3-8: Evolution of the ATFM delay for arriving flights attributable to skeyes and other ANSPs Figure 3-9: Delayed arriving flights per category in 2020

Capacity & Punctuality / 33

4. ENVIRONMENT

The first part of this chapter is dedicated to the runway configuration scheme in use at Brussels Airport. The airport is geographically located in a densely populated area, which makes the runway use information very important for the neighbouring communities. Besides the monthly and yearly overview of the use of the Preferential Runway System (PRS), there are the ongoing processes that aim to ensure a continuous dialogue with all the stakeholders and more and more clarity in the runway configuration choice. Considering that wind is a predominant factor in the choice of runway use, wind data is provided in this section.

The second part focuses on Continuous Descent Operations (CDO). The objective of CDOs is to reduce the environmental impact of the arrival phase of flying. skeyes put in place indicators to monitor the use of CDOs, in collaboration with the other members of FABEC. Note that both PRS and CDO data can also be found on the Brussels Airport Traffic Control (BATC) website: www.batc.be .

As part of its noise reduction policy, Brussels Airport implements measures imposed by the government with a view of reducing the noise pollution. This means that the number of night slots is limited. Night movements are also part of this chapter. Preferential Runway System

The basic flight principle is that an aircraft needs A Preferential Runway System (PRS) is in place at to take off and land windward. However, to choose EBBR. This system defines the runways to be used the runway in use, skeyes must consider, in addi- depending on the time of the day, day of the week, tion to the speed and surface wind direction, other wind conditions and more. When these conditions factors such as environmental regulations, runway are not met, skeyes may choose a more suitable length, available navigation aids for approach and alternative runway configuration to maintain the landing, the weather conditions and the available safety of operations. instrument approach procedures, or availability of The figure below shows the runway configuration runways and taxiways. scheme as listed in the Aeronautical Information Publication (AIP).

0500 to 1459 1500 to 2159 2200 to 0459 (0400 to 1359) (1400 to 2059) (2100 to 0359)

(1) MON 0500 (0400) TKOF 25R 25R / 19 till TUE 0459 (0359) LDG 25L / 25R 25R / 25L (2) TKOF 25R 25R / 19 (1) TUE 0500 (0400) till WED 0459 (0359) LDG 25L / 25R 25R / 25L (2)

(1) WED 0500 (0400) TKOF 25R 25R / 19 till THU 0459 (0359) LDG 25L / 25R 25R / 25L (2)

(1) THU 0500 (0400) TKOF 25R 25R / 19 till FRI 0459 (0359) LDG 25L / 25R 25R / 25L (2) TKOF 25R 25R (3) FRI 0500 (0400) till SAT 0459 (0359) LDG 25L / 25R 25R

TKOF 25R 25R / 19 (1) 25L (4) SAT 0500 (0400) till SUN 0459 (0359) LDG 25L / 25R 25R / 25L (2) 25L

(1) (4) SUN 0500 (0400) TKOF 25R / 19 25R 19 till MON 0459 (0359) LDG 25L / 25R (2) 25L / 25R 19

(1) RWY 25R only for traffic via ELSIK, NIK, HELEN, DENUT, KOK and CIV / RWY 19 only for traffic via LNO, SPI, SOPOK, PITES and ROUSY; aircraft with MTOW between 80 and 200 T can use RWY 25R or 19 (at pilot discretion); aircraft with MTOW > 200 T shall use RWY 25R regardless the destination.

(2) Arrival on RWY 25L at ATC discretion only.

(3) No airport slot will be allocated for take-off between 0000 (2300) and 0500 (0400) (EBBR AD 2.20, ∫ 1).

(4) No airport slot will be allocated for take-off between 2300 (2200) and 0500 (0400) (EBBR AD 2.20, ∫ 1).

Figure 4-1: Runway Configuration Scheme as published in the Belgian AIP (Part 3, EBBR, AD 2.20, Ch. 4.2.1)

36 / Environment Note: The hours published in the AIP are in UTC: When selecting the runway combination to be used, the following wind components shall y 05:00 to 14:59 in winter: 06:00 to 15:59 Local Time. be applied: y (04:00 to 13:59) in summer: 06:00 to 15:59 Local Time.

Table 4-1: Wind criteria

RWY 25L/R RWY 19 (TKOF only) RWY 01 RWY 07L/R RWY 19 (TKOF and ARR) Tailwind MAX 7 KT 7 KT 0 KT - 3 KT (incl) 0 KT - 3 KT (incl) 0 KT - 3 KT (incl) Crosswind MAX 20 KT 20 KT 20 KT 20 KT 20 KT

The figures below show, the percentage of the time when the PRS was followed (Figure 4-2) and the distribution of the reasons for PRS not to be in use (Figure 4-3).

100% 10% 13% 90% 18% 22% 21% 21% 80% 50% 49% 70% 70% 60% 87% 86% 50% 97% 95% 90% 87% 40% 82% 79% 79%

% of Time 78% 30% 50% 51% 20% 30% 10% 13% 14% 3% 0% 5% Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total

PRS in Use PRS not in Use

Figure 4-2: Monthly Overview of PRS Use 2020 (time)

Table 4-1 provides the total time when PRS was not were many factors affecting the runway use. in use (per reason) and time when PRS was in use. Dominant reasons for the non-use of PRS 2020 was a specific year for Brussels Airport as there are discussed further in this chapter.

Environment / 37 Table 4-2: Monthly Overview of non-Use of the PRS per Reason in 2020 (time h:mm)

PRS in use / Reason PRS not in Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total use

Meteorological conditions at the 106:48 127:27 252:36 175:55 177:32 81:53 152:47 111:02 116:37 128:47 49:09 71:57 1552:30 airport

Meteorological conditions near the airport in the departure and/ 13:20 6:00 13:36 15:50 23:08 2:33 15:31 2:28 30:33 13:46 - - 136:45 or approach path

Obstacles in the departure and/or 0:19 ------0:19 approach path

Unplanned non-availability (U/S) ------1:05 - - - - 1:05 of airport and/or ATC equipment

Planned maintenance of airport 3:60 6:53 - - - 14:30 - - 0:50 - - 5:30 31:43 and/or ATC equipment

Traffic demand exceeds capacity 7:10 1:14 6:03 ------14:27 of PRS

Non-availability RWY/TWY 5:39 10:57 45:33 50:52 23:04 6:00 349:05 397:34 2:30 11:51 19:46 13:32 936:23

Special activities - 3:04 - - 12:56 - 13:00 5:30 0:60 3:48 - 4:10 43:28

Other - - 54:42 457:10 472:20 522:06 110:00 - - - - - 1616:18

PRS 606:44 540:25 371:30 20:13 34:60 92:58 103:37 226:21 568:30 585:48 651:05 648:51 4451:02

Figure 4-3 provides an overview of all causes for the ond largest contributor were ‘Meteorological condi- non-use of the PRS in 2020. The first three (3) groups tions at the airport’. The third group was ‘Non-availa- of reasons for the non-use of PRS make together bility RWY/TWY’, mostly due to the extensive runway more than 94% of all causes. Apart from the single works on RWY 07L/25R that took place in the sum- runway operations categorised as “Other”, the sec- mer, which made 21.6% of all causes.

38 / Environment Special activities , 1.0% Planned maintenance of airport and/or ATC equipment, 0.7% Meteorological Trafﬁc demand exceeds conditions near the capacity of PRS, 0.3% airport in the departure and/or approach path, 3.2%

Non-availability RWY/TWY, 21.6% Other, 37.3%

Meteorological conditions at the airport, 35.8%

Figure 4-3: Reasons Distribution in 2020

Single RWY operations COVID-19

Overall, the category ‘Other’, which mainly includes contain the propagation of the virus. As a result the single runway operations, was the most fre- of this, one (1) out of three (3) runways was used quent cause of the non-use of the PRS published simultaneously which eventually caused the in the AIP (in time units). Following the measures increase of the non-use of the PRS. It is important taken by the Belgian government to contain the co- to know however that the low traffic demand did rona virus, the number of flights at Brussels Airport not reach nor exceed the limited capacity offered has decreased radically (-59%). Operational services by single runway operations (see Annex 1). at the airport were also impacted as an effort to

Meteorological conditions

As previously stated the meteorological conditions ruary). Another item shown by the wind roses is the affecting operations were seen as the second most larger frequency of the north-easterly winds com- frequent cause for the non-use of PRS. pared to 2019. The wind roses for April and May (Fig- ure 4-5) show that during these months the wind Figure 4-4 shows the wind roses for the previous direction was mainly north-easterly. The impact of four (4) years (2017-2020). In 2020, the share of wind this can also be seen in the runway use per month speed above 22 knots is larger than the previous in Figure 4-2. years. This could be explained by the storms that occurred in February (e.g. Ciara and Dennis in Feb-

Environment / 39 Figure 4-4 Wind Rose EBBR 2020

40 / Environment WIND ROSE PLOT: DISPLAY: skeyes Wind EBBR March 2020 Wind Speed Direction (blowing from)

Even though strong SW winds were recorded in March, frequent NE winds imposed the use of runway 01 (Figure 4-5).

NORTH

10%

WEST EAST

WIND SPEED (Knots)

>= 22.00 SOUTH 17.00 - 22.00 11.00 - 17.00 7.00 - 11.00 4.00 - 7.00 1.01 - 4.00 Calms: 0.81%

Figure 4-5 Wind Rose EBBR March 2020

COMMENTS: DATA PERIOD: COMPANY NAME:

It is recorded that during April and MayStart there Date: 01/03/2020 were - 00:00 mainlyskeyes NE winds, which also affected the choice End Date: 31/03/2020 - 23:00 of runway in use (Figure 4-6). MODELER:

WIND ROSE PLOT: DISPLAY: WIND ROSE PLOT: DISPLAY: skeyes Wind EBBR April 2020 Wind Speed skeyes Wind EBBR May 2020 Wind Speed Brussels Airport has also seen threeDirection (3) (blowing CALMstorms WINDS: from) causingTOTAL many COUNT: missed approaches which occurredDirection (blowing from) 0.81% 741 hrs. th th th on the 9 of February 2020 (storm Ciara),AVG. WIND the SPEED: 10 of FebruaryDATE: 2020 andPROJECT the NO.: 16 of February 2020 (storm Dennis). 9.45 Knots 17/02/2021

WRPLOT View - Lakes Environmental Software

April NORTH May NORTH

10% 10%

8% 8%

6% 6%

4% 4%

2% 2%

WEST EAST WEST EAST

WIND SPEED WIND SPEED (Knots) (Knots)

>= 22.00 >= 22.00 SOUTH 17.00 - 22.00 SOUTH 17.00 - 22.00 11.00 - 17.00 11.00 - 17.00 7.00 - 11.00 7.00 - 11.00 4.00 - 7.00 4.00 - 7.00 1.01 - 4.00 1.01 - 4.00 Calms: 2.55% Calms: 4.95%

Figure 4-6 Wind Rose EBBR April and May 2020

COMMENTS: DATA PERIOD: COMPANY NAME: COMMENTS: DATA PERIOD: COMPANY NAME:

Start Date: 01/01/2020 - 00:00 skeyes Start Date: 01/01/2020 - 00:00 skeyes End Date: 30/04/2020 - 23:00 End Date: 31/05/2020 - 23:00 MODELER: MODELER: Environment / 41

CALM WINDS: TOTAL COUNT: CALM WINDS: TOTAL COUNT:

2.55% 730 hrs. 4.95% 745 hrs.

AVG. WIND SPEED: DATE: PROJECT NO.: AVG. WIND SPEED: DATE: PROJECT NO.:

5.86 Knots 17/02/2021 6.45 Knots 17/02/2021

WRPLOT View - Lakes Environmental Software WRPLOT View - Lakes Environmental Software Renovation of RWY 07L/25R

Additionally, the renovation works on RWY 07L/25R works. The renovation works of the main runway of made RWY 19 be extensively used which explains Brussels Airport, runway 07L/25R, started on the 13th the non-use of the PRS in July and August. Agree- July and finished on the 23rd of August. ments were made between skeyes, Brussels Airport, BCAA and the cabinet of the Ministry of Mobility de- The following graph compares the period from 2017 fining a temporary preferential system to be applied to 2020, in terms of the monthly use of the PRS and for the duration of each phase of the renovation the non-use of the PRS.

100%

90%

80%

70%

60% 50%

% of Time 40%

30%

20%

10%

0% January February March April May June July August September October November December Total

2017 68% 74% 77% 80% 66% 77% 79% 77% 83% 90% 92% 79% 79% 2018 85% 51% 70% 87% 65% 59% 70% 88% 79% 74% 63% 82% 73%

2019 84% 86% 80% 49% 72% 73% 77% 92% 77% 79% 84% 84% 78% 2020 82% 78% 50% 3% 5% 13% 14% 30% 79% 79% 90% 87% 51%

Figure 4-7: Use of the PRS: Comparison 2017 – 2020 (time)

42 / Environment As previously stated, 2020 brought many variations operations and runway renovation works that took when it comes to the reasons for non-PRS use. place on RWY 07L/25R. Meteorological conditions Figure 4-8 provides a comparison between 2020 at the airport contributed more (in duration) to the and 2019 in terms of dominant reasons for non-PRS non-PRS use statistics than in 2019. Considering use (% of the total time). It is to be concluded that the traffic drop (of 59%) it is not surprising that the ‘Other” and ‘Non-availability RWY/TWY’ appear traffic demand factor didn’t play a significant role rather more often as reasons for the non-use of the in this respect. PRS in 2020. This can be explained by single runway

20%

18%

16%

14%

12%

10%

% of Time 8%

0% Other (single runway Meteorological conditions near operations, VVIP visit; non- Meteorological conditions at Trafﬁc demand exceeds Non-availability RWY/TWY the airport in the departure availability of sufﬁcient ATC the airport capacity of PRS staff; industrial action;...) and/or approach path 2019 0.1% 14.7% 2.1% 2.4% 1.4% 2020 18.4% 17.7% 10.7% 1.6% 0.2%

Figure 4-8: Evolution of Reasons for non-use of PRS 2019 – 2020 (time)

PRS usage through the traffic figures skeyes usually measures the use of the PRS in num- 2020, while the use of the PRS in terms of the number of hours. However, it sometimes occurs that ber of flights taking off or landing on runways of the a certain RWY configuration is in use while there PRS is at 77%. This is in line with the above state- is (almost) no traffic arriving or departing at the ment that the non-PRS configuration can be in use airport. For that reason, the analysis of the PRS while (almost) no traffic is departing or landing. in use will also be done in percentage of flights, The percentage of flights following the PRS in 2020 i.e. how many flights (out of total number of flights) is close to one from 2018. In both 2018 and 2020 were in accordance with the PRS. there was an increase in frequency of northeast The figures below show the monthly evolution of winds. 2020 is also special for aforementioned the PRS use (Figure 4-9), and the comparison with reasons which eventually lead to a drop of number the previous years (figure 4-10). The use of the PRS of flights using PRS if compared with 2019 measured as number of hours amounts to 51% for (Figure 4-10).

Environment / 43 100% 7% 9% 6% 7% 17% 90% 20% 20% 21% 23% 80% 38% 47% 70% 63% 67% 60% 50% 93% 91% 94% 93% 83% 40% 80% 80% 79% 77% 30% 62% 53% % of movements 20% 37% 33% 10% 0% Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total

PRS in Use PRS not in Use

Figure 4-9: Monthly Overview of Use of PRS 2020 (% of movements)

100% 13% 16% 90% 22% 23% 80% 70% 60% 50% 87% 84% 40% 78% 77% 30% % of movements 20% 10% 0% 2017 2018 2019 2020

PRS in Use PRS not in Use

Figure 4-10: Yearly Use of PRS 2017 – 2020 (% of movements)

44 / Environment 100% 7% 9% 6% 7% 17% 90% 20% 20% 21% 23% 80% 38% 47% 70% 63% 67% 60% 50% 93% 91% 94% 93% 83% 40% 80% 80% 79% 77% 30% 62% 53% % of movements 20% 37% 33% 10% 0% Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total

PRS in Use PRS not in Use

Figure 4-9: Monthly Overview of Use of PRS 2020 (% of movements)

100% 13% 16% 90% 22% 23% 80% 70% 60% 50% 87% 84% 40% 78% 77% 30% % of movements 20% 10% 0% 2017 2018 2019 2020

PRS in Use PRS not in Use

Figure 4-10: Yearly Use of PRS 2017 – 2020 (% of movements)

Environment / 45 Runway configurations

Table 4-3 and Figure 4-11 show the distribution of the runway configurations in percentage of time, and the comparison with the previous four years.

Table 4-3: Duration of Runway Configurations Used at EBBR in 2020 (h:mm)

RWY opened Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total Total (%)

25L 25R 486:34 441:57 256:45 - - - 87:56 130:55 369:24 359:22 418:57 436:40 2988:30 34.0%

19 25L 25R 118:44 94:21 78:06 - - - 2:11 43:44 138:09 155:11 154:17 162:19 947:02 10.8%

01 07L 07R 4:48 - 11:01 - - - - 6:60 87:48 67:45 18:34 2:06 199:02 2.3%

07L 07R - - 1:01 - - - - - 36:59 15:59 8:42 - 62:41 0.7%

25R 32:10 44:45 111:27 464:25 453:57 494:41 139:22 8:11 25:20 45:58 36:16 39:03 1895:35 21.6%

25L 24:29 22:20 19:60 - - - 37:38 49:28 20:02 21:60 26:60 20:60 243:57 2.8%

19 26:04 58:17 31:32 8:09 5:10 55:57 288:29 379:01 27:23 63:01 34:60 59:14 1037:17 11.8%

19 25R 39:58 27:20 5:51 - - 71:58 41:60 - - 12:14 11:03 14:53 225:17 2.6%

01 07R 10:54 2:29 - - - - 46:03 50:00 5:48 2:30 - - 117:44 1.3%

01 - - 163:21 115:52 230:39 51:47 93:35 46:06 9:07 - - 7:46 718:13 8.2%

01 07L - - - - - 6:60 ------6:60 0.1%

19 25L 0:19 4:31 - - - - 6:46 23:43 - - 10:11 0:59 46:29 0.5%

07L - - 64:56 131:34 54:14 38:37 ------289:21 3.3%

07R ------5:52 - - - - 5:52 0.1%

Total 744 696 744 720 744 720 744 744 720 744 720 744 8784

46 / Environment The previous year clearly brought a certain level of the implementation of single runway operations. Con- changes in the use of runway configuration patterns. sequently, an increase in runway configuration use for As mentioned earlier the COVID-19 crisis reinforced both runway 25R and runway 25L has been recorded.

60%

50%

40%

30%

20%

10%

0% 25L 25R 19 25L 25R 01 07L 07R 07L 07R 25R 19 25L 01 2017 57.7% 20.5% 8.0% 2.0% 5.0% 3.0% 3.8% 0.1% 2018 52.0% 19.0% 13.2% 4.8% 4.0% 3.4% 3.2% 0.2% 2019 56.2% 18.0% 5.5% 5.4% 4.9% 3.8% 2.9% 1.9% 2020 34.0% 10.8% 2.3% 0.7% 21.6% 2.8% 11.8% 2.6%

Figure 4-11: Runway Configuration Use 2017 – 2020 at EBBR

The runway configuration 25L 25R continues to be the most used one, in line with the PRS.

Improvement measures and activities

Considering the increase in non-PRS use (in time (maintenance) works resulting in PRS deviations. units) in 2020, the residents were informed pro- In addition to that, real-time information on runway actively – via BATC – of (COVID-19) measures and use could/can be retrieved 24/7 via BATC.

Informing the residents

Since 2014, skeyes has been undertaking various A new version of the website was launched in 2018 actions to improve its communication and trans- with – amongst others – real-time meteorological parency about the runway use, and this to better information. Since then, continuous improvements inform the stakeholders involved. In 2015, skeyes have been made (e.g. addition of wind roses, more launched the website www.batc.be in collaboration detailed information on runway works, etc). with Brussels Airport to provide some dynamic information on the use of runways and the air traffic.

Environment / 47 Considerations for winds aloft

Strong tailwinds can lead to unstable approach- aloft data are available for display in the control tow- es and go-arounds. To avoid having to make an er (via the extraction of radar data and sent through unplanned change of runway, the tower supervi- Mode S). Since end of 2020, ATC also receives wind sor chooses an alternative runway when the pilots aloft data derived using LIDAR (Light Detection And communicate the presence of strong tailwinds and Ranging) meteo equipment; this ground-based request other runways. system allows ATC to have wind aloft data available 24/7. The LIDAR data is used by EBBR TWR/APP to A runway configuration change, because of winds inform pilots about wind aloft. This data can help aloft and in consideration with all other factors to to reduce missed approaches and to assist in the account for, is currently done at the discretion of the runways configuration choice. supervisor, both for safety reasons and to avoid the need for a sudden runway change. Since 2017 wind

Use and evaluation of forecasts

Wind measurements are often used by As a result, weather forecasts play an important role stakeholders to assess retrospectively whether in the choice of runways in use. tailwind limits were respected. However, the Since 2018 the forecast is updated every hour supervisor must choose the runway configuration (instead of three hours) to improve the accuracy. based on forecasts and wind measurements. Note, a change of runway configuration cannot be carried out immediately but requires time.

Continuous Descent Operations (CDO)

A CDO is an aircraft operating technique in which an A descent is considered as a CDO if no level arriving aircraft descends from an optimal position off lasting more than 30 seconds is detected. with minimum thrust and avoids level flight to the A level off is considered as a segment during which extent permitted by the safe operation of the aircraft the aircraft has a rate of descent of less than 300 and compliance with published procedures and feet/minute. Figure 4-12 and Figure 4 -13 show ATC instructions. By doing so, the aircraft will use the monthly evolution of CDOs at Brussels Airport. less fuel and produce less noise. [12] Based on the recommendations made by EUROCONTROL, two CDO performance indicators were developed in 2016: y CDO Fuel: binary indicator (yes/no) indicating if a CDO was flown from FL100 to 3,000ft. y CDO Noise: binary indicator (yes/no) indicating if a CDO was flown from FL60 to 3,000ft.

48 / Environment 100%

90%

80%

70%

60% 50% 40%

% of Arrivals 30% 20% 10% 0% Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Tot. CDO Fuel 2017 62% 63% 63% 62% 59% 58% 57% 60% 58% 58% 58% 55% 59% CDO Fuel 2018 56% 48% 52% 58% 57% 54% 58% 60% 59% 58% 55% 58% 56% CDO Fuel 2019 59% 62% 59% 49% 56% 56% 58% 62% 60% 59% 58% 61% 58% CDO Fuel 2020 63% 59% 64% 69% 68% 67% 69% 68% 67% 64% 68% 65% 65%

Figure 4-12: CDO Fuel usage

100% 90%

80% 70% 60% 50% 40%

% of Arrivals 30% 20% 10% 0% Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Tot. CDO Noise 2017 81% 79% 79% 82% 81% 77% 75% 78% 75% 76% 74% 71% 77% CDO Noise 2018 71% 70% 70% 76% 80% 80% 81% 78% 80% 78% 74% 75% 76% CDO Noise 2019 77% 80% 75% 75% 76% 77% 78% 80% 80% 76% 74% 74% 77% CDO Noise 2020 79% 72% 77% 82% 82% 80% 81% 79% 81% 76% 81% 75% 78%

Figure 4-13: CDO Noise usage

Environment / 49 The total of CDOs per year can be observed into account as an arrival for CDO calculation. in Figure 4-14, together with the arrivals considered For that reason the arrival figures are different in the calculation of the CDOs. Note that touch and than the ones presented in Chapter 1. go’s, military flights and helicopters are not taken

140,000

120,000

100,000

80,000

60,000 # Arrivals 40,000

20,000

0 2017 2018 2019 2020 CDO Fuel 69,805 64,631 66,534 29,456 CDO Noise 90,873 87,511 88,017 35,422 Arrivals 117,636 114,718 114,425 45,657

Figure 4-14: Total CDO Fuel and Noise per year

50 / Environment In 2020, the CDO Noise was close to 78% and the When looking at the CDOs flown per runway, it can CDO Fuel near to 65%. Even though there were also be seen that ratio of CDOs flown are even high- significantly fewer arrivals in 2020, the CDO Noise er than in the previous year for almost every runway percentage kept similar values at 78% which corre- (Figure 4-15 and Figure 4-16). sponds to the values seen in the previous three (3) years. CDO Fuel on the other hand increased from 58% to 65% (from 2019 to 2020).

100% 90% 80% 70% 60% 50% 40%

% of Arrivals 30% 20% 10% 0% 25R 25L 07R 19 01 07L CDO Fuel 2017 62% 62% 58% 55% 46% 38% CDO Fuel 2018 60% 60% 38% 50% 44% 39% CDO Fuel 2019 61% 62% 42% 51% 44% 35% CDO Fuel 2020 66% 64% 58% 66% 59% 55%

Figure 4-15: CDO Fuel per runway

100% 90% 80% 70% 60% 50% 40%

% of Arrivals 30% 20% 10% 0% 25R 25L 07R 19 01 07L CDO Noise 2017 78% 77% 87% 66% 80% 80% CDO Noise 2018 77% 76% 65% 64% 78% 78% CDO Noise 2019 77% 77% 79% 64% 79% 80% CDO Noise 2020 78% 78% 81% 75% 77% 85%

Figure 4-16: CDO Noise per runway

Environment / 51 CDO statistics are inherently variable, because they y Runway usage (equipment) are influenced by such a multitude of external fac- y Aircraft type/equipment tors, such as: y Military airspace open/closed y Traffic flows y Pilot CDO flying experience y “Impact” of other traffic streams on arriving traffic. y Pilot experience with specific airport y ATC experience Variations in CDO figures are therefore unavoidable.

Improvement measures and activities

Shortly after the COVID pandemic started, numer- ous European ANSPs (including skeyes), airlines and EUROCONTROL took the initiative to collaborative- ly improve flight efficiency. Because of the traffic downturn, some constraints could be relaxed. Both air traffic controllers and pilots were/are encouraged to pro-actively facilitate and encourage CDO/ CCO (Continuous Descent Operations/Continuous Climb Operations), as well as more direct routings, to the extent possible.

To promote and facilitate the number of CDOs flown to EBBR, different measures are investigated or already implemented: y skeyes is in contact with airlines presenting CDO statistics and communicating the phraseology; y skeyes is increasing awareness amongst ATCOs through courses, and by informing them of the current statistics and performance; y skeyes and Brussels Airport Company maintain a cooperation agreement with Brussels Airlines, TUI Fly and DHL, on undertaking joint initiatives that further reduce the environmental impact of air‑ port operations. Furthermore, the agreement on ‘collaborative environmental management’ (CEM) at Brussels Airport, signed also by EUROCONTROL and ACI Europe, continues to show benefits; y The publication of PBN procedures on RWY 07R and 07L could allow a higher number of CDOs flown on these runways.

52 / Environment Night movements in 2020

At Brussels Airport, the federal government as from 23:00 to 06:00 local time. The slot allocation has set a limit of maximum allocated night slots. at Brussels Airport is under the responsibility The regulation in the matter is the Ministerial of Belgium Slot Coordination (BSC)4. Slot allocation Decree of the 21st of January 2009. This decree states is an instrument developed to match demand that a maximum of 16,000 night slots per calendar for slots from the air carriers and general aviation year20,00 can0 be allocated. Night is defined to the supply of airport capacity.

18,000

16,000

14,000

12,000

10,000

Movements 8,000

6,000

4,000

2,000

0 23:00 23:30 00:00 00:30 01:00 01:30 02:00 02:30 03:00 03:30 04:00 04:30 05:00 05:30 Total 2017 3,359 2,684 1,730 1,508 1,333 514 464 290 1,181 783 686 906 743 646 16,827 2018 3,244 2,655 2,152 1,619 1,319 600 558 468 1,141 728 953 959 719 583 17,698 2019 3,289 2,592 1,824 1,638 1,272 613 519 444 1,023 723 848 1,206 783 574 17,348 2020 1,226 1,321 1,155 1,052 931 376 375 297 962 804 893 838 445 457 11,132

Figure 4-17: Number of movements between 23:00 and 06:00 LT (hour indicates start time of 30 min period)

In 2020, 11,132 night movements were recorded at the cargo operations that typically occurred around Brussels Airport by the AMS (Figure 4-17). Figure midnight and early in the morning compensated to 1-9 in Chapter 1 provided the distribution of day an extent the decrease of passenger traffic. Figure and night movements5. The following graph shows 4-18 presents the comparison between the move- the distribution of the night movements through- ments in 2019 and 2020. It is clear that the night out the night. Night traffic figures didn’t decrease movements decreased less than the movements proportionally10% to the drop of the total traffic. In fact, that occurred during the day.

-10%

-20%

-30%

-40%

-50%

-60%

-70%

-80% 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Hour 2020 vs 2019

Figure 4-18: Traffic drop Day/Night in 2020

4 BSC is a non-profit organization in accordance with Belgian Law. 5 Note: number of movements doesn’t Environment / 53 The ownership of the company is shared between the airport and airlines. present number of slots used.

ANNEX January

Annex80 75 75 751:75 Monthly75 75 75 75 75 75overview75 75 75 75 75 of75 75arrivals75 75 75 75 and75 75 75 75 75 75 75 75 departures70 at peak hours 60 54 January 50 17 16 17 17 19 15 80 75 75 75 75 75 75 75 75 75 7524 75 75 7536 75 75 7519 75 75 75 75 75 75 75 75 75 75 75 75 75 37 43 40 36 18 40 37 39 29 20 70 24 38 38 13 35 33 37 30 32 32 28 31 29 34 60 54

Movements / peak hour 42 20 41 40 39 35 37 38 17 32 29 31 50 26 16 27 17 22 24 24 23 19 17 10 18 20 19 36 19 20 15 15 24 16 15 15 16 16 15 14 14 37 13 43 40 11 36 18 40 37 39 29 20 0 24 38 38 13R R R R R R R R R R R R R R R R R R 35R R R R 33R R R R R R R R R 5 5 5 5 5 5 5 5 5 37 5 5 32 5 5 5 5 5 5 5 5 5 5 31 5 5 7 5 5 5 5 5 5 5 2 32,2 ,2 2 2 2 2 2 2 2 282 2 2 2 2 2 2 2 2 2 2 2 0 2 2 2 2 ,2 2 2 2 30 , , , , , , , , , , , , , , , , , , , , , , , , , , , , L L L29 L L L L L L34 L L L L L L L L L L L L L L L L L L L L L L 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 7 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 0 2 2 2 2 2 2 2 , , Y Y Y Y Y Y Y Y Y Y Y Y Y Y 9 Y Y Y Y Y Y Y 1 Y Y Y Y Y Y Y Y 1 0 Movements / peak hour 42 41 W W W W W W W W W W W W W W Y W 40 W W W W W W W W W W W W W W 20 Y 39 38 R R R R R R R R R R R R R R R R R R R 37 R R R R R - R R R - 35 - - R R ------W ------5 5 5 5 W 5 5 5 5 0 5 5 0 5 325 5 5 R 0 0 0 5 0 310 5 0 0 1 1 1 1 R 1 4 4 4 4 00 3 4 3 : 4 : 4 4 - : 00 0 00 : 3 0 29 00 4 3 4 : 3 : : : : : : :4 : : : : 27: : : : : : - : : :0 : : :0 : 26 8 8 5 8 9 8 7 8 8 8 8 8 8 8 8 8 1 8 8 241 8 9 0 248 8 8 8 8 8 8 8 1 8 1 1 4 0 23 0 0 0 1 - - 0 : 22 - 1 0 1 1 1 0 0 1 - 0 - 0 - 0 0 020 0 0 0 - 0 2 - - 0 - 0 - 20 - 10 ------n - - - : - n - n - - 18 - 19 n n 8 n - - n n n 9 n n n n 15 n n n n n a 16 n n 0 n n 15 15 n 16 n n n n n 16 n 15 14 14 - Ja a 13 Ja Ja Ja J Ja 0 Ja Ja Ja - 11 - - Ja Ja - Ja Ja Ja Ja - - Ja - Ja Ja Ja Ja Ja Ja Ja n - Ja Ja - J - - Ja Ja Ja 1 - - - - 2 - - 6 ------0 - - - - - 0 0 1 2 n - - 1 5 1 1 3 1 7 4 6 9 0 2 3 4 6 7 8 9 11 4 1 8 9 5 7 8 3 0 1 1 Ja 1 1 2 2 2 2 2 2 3 0 0 0 0 0 0 0 - Ja 2 2 2 0 5 - 1 3 R R R R R R R R R R R R R R R R R R R R 2R R R R R R R R R R R 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 7 5 5 5 5 5 5 5 5 2 ,2 ,2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 0 2 2 2 2 ,2 2 2 2 , , , , , , , , , ,ARR , DE, P , Decl, ared , Capa, city , , , , , , , , , , , , L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L L 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 7 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 0 2 2 2 2 2 2 2 , , Y Y Y Y Y Y Y Y Y Y Y Y Y Y 9 Y Y Y Y Y Y Y 1 Y Y Y Y Y Y Y Y 1 0

W W W W W W W W W W W W W W Y W W W W W W W W W W W W W W W Y R R R R R R R R R R R R R R R R R R R R R R R R - R R R - - - R R ------W ------5 5 5 5 W 5 5 5 5 0 5 5 0 5 5 5 5 R 0 0 0 5 0 0 5 0 0 1 1 1 1 R 1 4 4 4 4 00 3 4 3 : 4 : 4 4 - : 00 0 00 : 3 0 00 4 3 4 : 3 : : : : : : :4 : : : : : : : : : : - : : :0 : : :0 : 8 8 5 8 9 8 7 8 8 8 8 8 8 8 8 8 1 8 8 1 8 9 0 8 8 8 8 8 8 8 8 1 8 1 1 4 0 0 0 0 1 - - 0 : - 1 0 1 1 1 0 0 1 - 0 - 0 - 0 0 0 0 0 0 - 0 2 - - 0 - 0 ------n - - - : - n - n - - - n n 8 n - - n n n 9 n n n n n n n n n a n n 0 n n n n n n n n n - Ja a Ja Ja Ja J Ja 0 Ja Ja Ja - - - Ja Ja - Ja Ja Ja Ja - - Ja - Ja Ja Ja Ja Ja Ja Ja n - Ja Ja - J - - Ja Ja Ja 1 - - - - 2 - - 6 ------0 - - - - - 0 0 1 2 n - - 1 5 1 1 3 1 7 4 6 9 0 2 3 4 6 7 8 9 11 4 1 8 9 5 7 8 3 0 1 1 Ja 1 1 2 2 2 2 2 2 3 0 0 0 0 0 0 0 - Ja 2 2 2 5 - 1 3 2 ARR DEP Declared Capacity

February

80 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75

60 February

50 21 80 75 75 75 75 75 75 75 75 75 75 75 75 7518 75 75 75 75 75 75 75 75 75 75 75 75 17 42 39 33 40 37 42 44 37 39 39 39 40 35 70 38 36 33 38 38 36 39 39 30 36 36 30 32 33 30 60 25

Movements / peak hour 20 36 37 37 50 21 23 24 18 21 10 17 19 42 19 18 18 20 39 15 17 15 17 18 18 16 17 17 17 17 16 16 15 16 14 12 33 14 40 37 42 44 37 39 39 39 40 35 38 36 33 38 38 36 39 39 0 30 36 36 R R R R R R R R R R R R R R R R R R R R R R R R R R R R 9 33 5 301 30 325 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Y , , , , , , , , , , , , , , , , , , , , , , , , , , , , L L L L L L L L L L L L L L L L L L L L L L L L L L L L W 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 25 R 2 2 2 2 2 2 2 2 ,2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 , , - Y Y Y Y 9 9 Y Y 9 Y Y Y Y Y Y Y Y Y Y Y Y 5 Movements / peak hour Y Y Y Y Y Y 1 Y 1 1 4 20 : W W W W W W Y W Y W W W Y W W W W W W W W W W W W W W W 37 37 9 R R 36 R R R R R R R R R R R R R R R R R R R R R R R - - W - - - W ------0 - - - - W ------5 5 5 0 5 0 0 5 R 0 0 0 R 0 5 5 0 0 0 0 5 0 0 0 5 0 5 R 1 1 1 b 4 3 - - 3 3 3 - 3 4 : 3 3 3 4 : 3 3 3 : 0 :4 4 :3 : 4 : : : : : : : : :3 : : :3 : 4 : : : : : 5 5 8 : e 8 8 8 0 8 8 248 8 8 8 8 8 8 8 8 8 8 23 8 :1 8 8 1 8 8 8 8 8 F 3 4 21 0 1 0 0 1 0 0 0 0 : 0 0 0 0 : 0 0 - 0 0 0 0 0 0 0 0 0 - 10 - 19 - 19 9 ------20 - - - - 8 - - - 18 8 18 - b - - - 18 - - - - - 18 9 17 0 17 17 17 17 b 17 b b b b b b b b b 16 b b b b b b 16 16 b 2 16 b b 15 0 b - 15 b 0 b e b b 15 e 14 - e e 14 e e e e e e - e e 12 e e e e F e e e e e e e e e b F F F F F F F b F F b F - F F F F F F F F - F F e F F F - - F ------e - - 6 ------e - 1 2 3 - 8 1 2 3 5 6 F 0 2 4 5 1 7 8 9 0 4 5 6 7 4 F 8 - 11 F 2 2 0 0 1 1 - 1 1 1 1 1 2 2 2 2 0 0 0 0 - 0 9 2 2 2 0 3 7 0 1 R R R R R0 R R R R R R R R R R R R R R R R R R R R R R R 9 5 1 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Y , , , , , , , , , , , , , , , , , , , , , , , , , , , , L L L L L L L L L L L L L L L L L L L L L L L L L L L L W 5 5 5 5 5 5 5 5 5 5 5 ARR5 D5 EP 5 Dec5 lared5 Capa5 city 5 5 5 5 5 5 5 5 5 5 5 R 2 2 2 2 2 2 2 2 ,2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 , , - 9 9 Y Y Y Y Y Y 9 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y 5 1 Y 1 1 4 : W W W W W W Y W Y W W W Y W W W W W W W W W W W W W W W 9 R R R R R R R R R R R R R R R R R R R R R R R R R - - W - - - W ------0 - - - - W ------5 5 5 0 5 0 0 5 R 0 0 0 R 0 5 5 0 0 0 0 5 0 0 0 5 0 5 R 1 1 1 b 4 3 - - 3 3 3 - 3 4 : 3 3 3 4 : 3 3 3 : 0 :4 4 :3 : 4 : : : : : : : : :3 : : :3 : 4 : : : : : 5 5 8 : e 56 8 8 8 0 8 8 8 8 8 8 8 8 8 8 8 1 8 8 8 8 8 8 8 / Annex8 1 8 3 8 : 4 1 0 F 1 0 0 1 0 0 0 0 : 0 0 0 0 : 0 0 - 0 0 0 0 0 0 0 0 0 - - - 9 ------8 - - - 8 - b ------9 0 b b b b b b b b b b b b b b b b b 2 b b 0 b - b 0 b e b b e - e e e e e e e e - e e e e e e F e e e e e e e e e b F F F F F F F b F F b F - F F F F F F F F - F F e F F F - - F ------e - - 6 ------e - 1 2 3 - 8 1 2 3 5 6 F 0 2 4 5 1 7 8 9 0 4 5 6 7 4 F 8 - 11 F 2 2 0 0 1 1 - 1 1 1 1 1 2 2 2 2 0 0 0 0 - 0 9 2 2 2 3 7 0 1 0

ARR DEP Declared Capacity March

80 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75

60 March

850 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 18 41 41 41 41 15 40 40 40 40 40 40 20 35 20 470 42 42 40 18 12 39 38 31 630 35 31 34

Movements / peak hour 25 250 37 33 36 33 14 18 30 29 41 41 41 41 15 7 40 40 40 40 40 40 20 2435 20 15 10 19 10 5 7 3 40 4218 18 18 42 16 10 8 6 14 40 12 15 12 5 4 4 4 11 12 10 10 9 39 38 8 6 7 5 5 6 5 5 5 31 4 3 4 30 35 1 1 1 1 1 1 L R R R R R R R R R 31R R R R 34R R R R R R L L R L R 0 0 0 0 0 0 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 7 7 5 7 5 7 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Y Y 0 0 2 0 Y 2 Y Y 0 , , , , , , ,2 , , , , , , , , , , Y L L L L L L L L L L L L L L L L L Y Y Y Y Y Y Y Y W 5 5 5 5 5 5 5 5 5 5 5 5 W W W W W Movements / peak hour 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 25 W W R R R W W W W R W R R W 20 ------Y Y 37 Y R R R R R R R R Y Y Y Y Y 36 Y Y Y Y Y Y Y Y Y 0 0 0 - - 5 - 0 - 14 - - - 1 - 33 33 0 : 00 3 W 5 :0 : :0 5 0 0 0 : : 5 W W W W W W W 30 W W W W W W W W W 1 1 6 1 29 00 : 00 : 3 0 1 0 7 : R : 7 9 9 9 : 9 R R R R R R R R R R R R R R R R 8 1 : 9 : - : 1 6 ------0 0 - 8 r 7 - 0 1 24 9 15- 9 9 - 5 0 5 0 0 5 0 5 0 5 5 5 0 0 - r 10 0 r - 1 1 0 0 0 r r 0 0 0 a 0 r 3r 10: 3 4 3 : 3 1 1 3 - a - - a : : :3 18: 18 0 00 00 194 : :4 : 3 : : 0 - r a a - 5r 8 - 7 - a 8 8 : : : : : 16: r 10 r r r6 M r a 8 8 8 8 15 8 8 8 a a 5 1 814 1 7 8 9 8 8 1 8 1 9 a M a a a - a M4 M 4 - - 1 M M - - M 0 0 0 0 12 0 - 12 - 0 - 7 - 4 r 0 0 r 0 - 0 r 0 r 11 0 M10 - 10 1 2 M 9 ------r ------M - M - M M 2 M 0 1 9 a a r r r r r 8 0 - - r r r r r r a a r - 2 2 - 7 - 2 3 a a a a 9 6 4 5 5 5 6 5 5 3 5 a a a a a a a a a 8 1 2 4 3 6 8 4 M M M M 1 3 2 2 - - M 2 2 2 0 M M M M M M M M M - M - M M 1 ------6 - - - - 3 - 5 - 1 0 8 1 1 1 1 1 1 1 L 2 R 3 R 4 R 5 R 0 R 7 R R 9 R 0 R 11 R 2 R R 4 R R 6 R 7 R R R R L L R L R 0 1 1 1 1 1 0 0 0 7 0 0 0 0 5 0 5 0 5 0 5 5 0 5 5 0 5 5 5 5 5 5 5 5 5 5 5 5 7 7 5 5 7 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Y Y 0 0 2 0 Y 2 Y Y 0 , , , , , , ,2 , , , , , , , , , , Y L L L L L L L L L L L L L L L L L Y Y Y Y Y Y Y Y W W W W W W 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 W W R R R W W W W R W R R W ------Y Y Y ARR DEP Declared CapR acityR R R R R R R Y Y Y Y Y Y Y Y Y Y Y Y Y Y 0 0 0 - - 5 - 0 - - - - 1 - 0 : 00 3 W 5 :0 : :0 5 0 0 0 : : 5 W W W W W W W W W W W W W W W W 1 1 6 1 00 : 00 : 3 0 1 0 7 : R : 9 9 9 : 9 R R R R R R R R R R R R R R R R 8 1 : 9 : - : 1 6 ------0 0 - 8 r 7 - 0 1 9 - 9 9 - 5 0 5 0 0 5 0 5 0 5 5 5 0 0 - r 0 r - 1 1 0 0 0 r r 0 0 0 a 0 r r : 3 4 3 : 3 1 1 3 - a - - a : : 3 : 00 00 4 : :4 : 3 : : 0 - r a - r - - a : :0 : : : : : a r r r a 8 8 8 8 r a r a M 1 8 8 8 8 1 7 8 9 8 8 8 8 8 9 M a - M 1 1 a M M a a a M - 0 0 - 1 - - - 7 - - M r 0 0 r 0 - 0 0 0 0 0 0 0 M - - M ------r - r - - 1 2 M M 9 1 r - M 0 M - M 2 0 a r r r r a r r r r r a r a r r - 2 2 - - - - 2 a 9 4 5 3 3 a a a a a a a a a a a 8 1 2 3 6 8 M M a 2 M M 1 2 2 2 2 - M M M - M M - - M 1 M M - M M M M M - - - - 6 - - - - - 3 - 5 - - 0 8 1 1 2 3 4 5 0 7 9 0 11 2 4 6 7 0 1 1 1 1 1 0 0 0 0 0 0

ARR DEP Declared Capacity

April

60 April

850 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 39 40 40 40 40 40 40 470

630

Movements / peak hour 250 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 39 40 40 40 40 40 40 10 40 3 4 4 2 2 3 3 4 6 8 3 4 6 7 3 8 7 6 9 8 8 8 5 8 6 2 7 7 5 7 7 1 7 7 9 5 3 4 4 4 4 4 5 3 3 4 30 1 2 1 1 2 2 2 1 1 1 1 2 1 0 1 1 L 1 1 1 1 R R R R 9 R R R R R R L R R R R R R R R R R R 1 0 7 0 7 0 0 0 0 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 0 2 2 2 2 2 Y 2 2 2 2 Y 2 2 0 2 2 2 2 2 Y Y Y Y 2 Y 2 2 2 2

Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W Movements / peak hour W W W W R W W W W R W W W W W W W W R W R R R W R W W W W 20 ------W R R R R R R 5 R R R R 5 R R R R R R R R R 5 R R R R ------0 - 0 0 ------:1 4 5 : 5 3 5 00 4 5 5 0 0 0 0 0 0 5 0 5 0 : : :0 :0 0 : 0 0 0 1 3 1 :1 1 1 1 1 1 : 3 3 1 4 3 3 00 3 3 : 00 4 3 00 : 1 1 3 00 0 : 0 : : : : : : : : : : : 1 :0 4 : : : 0 7 : : - 1 0 2 - 9 0 0 0 1 2 : 1 1 1 - 4 11 7 1 1 - 1 1 7 7 r 7 - 2 0 0 3 r - - - 4 2 2 0 2 2 0 r r 0 1 0 r r 1 0 - 0 0 0 p 0 - - 0 0 - 0 0 p - r r 0 2 - 0 - - - - p - - - - p - - - r - 10r - r r - p r r - - r r p p p r r r r r A r 4r r r 4 r r A r r r p - p p3 A p p - p A A 2 p 2 3 p p p p - p A p p p A A p p p p p p 5 p 4 - - - - 6 A 3 A A - A A 9 A 1 A A A A - 4 A 0 A A - A 8 6 2 3 A 5 8 A - A - A 8 0 A 3 - 6 2 7 3 - A A 7 - 1 - 9 8 8 5 A - 8 1 - - - - - 1 - 1 - - - 7 1 2 - 2 - - 9 - 9 2 7 8 7 7 5 4 5 7 8 0 2 2 6 8 7 7 3 9 3 1 6 7 4 7 0 0 2 6 5 4 6 0 11 4 1 1 1 2 5 2 0 3 4 4 0 0 4 1 1 4 3 2 2 3 2 4 2 3 0 0 0 1 0 2 1 1 2 2 2 1 1 1 1 2 1 0 1 1 L 1 1 1 1 R R R R 9 R R R R R R L R R R R R R R R R R R 1 0 7 0 7 0 0 0 0 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 0 2 2 2 2 2 Y 2 2 2 2 Y 2 2 0 2 2 2 2 2 Y Y Y Y 2 Y 2 2 2 2

Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W W W W W R W W W W R W W W W W W W W R W R R R W R W W W W ------W R ARR DEP Declared Capacity R R R R R 5 R R R R 5 R R R R R R R R R 5 R R R R ------0 - 0 0 ------:1 4 5 : 5 3 5 00 4 5 5 0 0 0 0 0 0 5 0 5 0 : : :0 :0 0 : 0 0 0 1 3 1 :1 1 1 1 1 1 : 3 3 1 4 3 3 00 3 3 : 00 4 3 00 : 1 1 3 00 0 : 0 : : : : : : : : : : : 1 :0 4 : : : 0 7 : : - 1 0 2 - 9 0 0 0 1 2 : 1 1 1 - 4 11 7 1 1 - 1 1 7 7 r 7 - 2 0 0 3 r - - - 4 2 2 0 2 2 0 r r 0 1 0 r r 1 0 - 0 0 0 p 0 - - 0 0 - 0 0 p - r r 0 2 - 0 - - - - p - - - - p - - - r - r - r r - p r r - - r r p p p r r r r r A r r r r r r A r r r p - p p A p p - p A A p p p p p - p A p p p A A p p p p p p 5 p - - - - 57 A - A A A A A A 9 A 1 5 A / A A A 0 A A AnnexA 1 - 2 3 - A 0 A - - A 2 A A A - 1 - A - - - - - 1 - - - - - 2 - - - 1 - - 7 1 4 0 2 2 2 - 9 8 3 5 8 6 8 0 2 3 4 6 9 11 1 1 6 7 1 4 7 2 0 0 0 1 1 1 2 2 2 0 0 0 0 0 2 2 3

ARR DEP Declared Capacity May

60 May 54

50 80 41 41 41 40 40 40 41 41 41 40 41 40 40 40 41 41 41 41 40 41 41 41 41 41 40 40 40 40 40 70 30 60 54

Movements / peak hour 20 50 41 41 41 40 40 40 41 41 41 40 41 40 40 40 41 41 41 41 40 41 41 41 41 41 40 40 4 40 40 10 3 2 3 4 9 1 1 1 4 2 7 5 2 4 7 1 40 2 2 1 6 3 6 8 3 3 5 9 9 4 7 9 10 9 7 8 8 8 8 7 8 7 5 8 6 6 5 4 4 6 4 3 5 5 6 6 6 5 6 0 0 1 1 1 1 1 1 L 1 1 1 1 1 1 L 1 1 R R R R R R R R R R R R R R R R R 30 0 0 0 7 0 0 0 0 0 0 0 0 0 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 7 7 2 2 2 Y Y 2 2 0 2 Y 2 Y Y 2 2 2 2 Y 2 2 2 2 2 Y Y 0 Y 0 Y Y Y , Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y L W W W W Y W W W W W W W W 7 R R R R R W W W R R W W W W R W R W W W W W W W W W R W R R ------,0

Movements / peak hour R R R 5 R R R R R 5 R R R R R R R R R R 1 - 5 - - 0 5 0 - 0 - 5 0 - 0 5 20 - - - - - 1 ------1 4 4 00 3 : 4 0 3 : 0 0 4 0 0 0 0 : : : 0 5 0 : 0 : : 5 5 5 5 : 5 5 0 5 : 5 : : 1 1 3 1 1 1 2 3 1 3 4 7 9 4 : 4 3 : 4 3 4 Y :3 :3 : 2 00 : : 0 :3 1 : :4 : 1 : 0 00 4 1 : 8 7 2 0 : : - 0 7 : : : - 1 1 2 - - 7 2 0 1 - 0 2 - 1 - 7 0 1 7 - 8 - y 2 4 8 7 8 8 y 0 1 y 1 11 2 y - 1 2 y 0 2 y - - W - 0 - y y 0 - - - 1 - 0 0 0 a 0 y - a y - a - 0 0 - a y y R y - a a - - y y a - - - - a - 4 y a y a y y y y y a - a y y y y y a a M M y a a a M a a M a y y a M3 5 9 10 a M2 a - M a a - M4 a - - 3 a M - 4 M a 2 - a a - 7 M M 1 1 M M - M 1 M - 1 3 1 M M 7 5 6 - : - 5 M 1 - M 0 M 2 M 4 7 - M - 4 1 6 M - - 3 - 4 - - - M - M 3 M 5 0 1 2 M 6 11 1 5 6 8 1 M M - 2 - 9 0 - 2 0 0 - - 0 4 2 1 6 3 8 - 2 - - - 2 1 0 3 0 9 7 5 2 3 - 2 9 9 8 1 1 1 1 1 7 9 2 2 3 9 8 10 9 0 8 7 0 8 8 8 1 8 4 2 8 y 0 6 7 0 6 7 6 2 7 2 6 5 6 2 6 6 5 0 4 4 4 3 5 5 2 5 a 0 1 1 M 0 - 1 1 1 1 1 L 1 1 1 1 1 1 L 1 1 R R R R R R R R R R R R R R R R 3 R 0 0 0 7 0 0 0 0 0 0 0 0 0 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 7 7 2 2 2 Y Y 2 2 0 2 Y 2 Y Y 2 2 2 2 Y 2 2 2 2 2 Y Y 0 Y 0 Y Y Y , Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y L W W W W Y W W W W W W ARR DEP Declared Capacity W W 7 R R R R R W W W R R W W W W R W R W W W W W W W W W R W R R ------,0 R R R 5 R R R R R 5 R R R R R R R R R R 1 - 5 - - 0 5 0 - 0 - 5 0 - 0 5 - - - - - 1 ------1 4 4 00 3 : 4 0 3 : 0 0 4 0 0 0 0 : : : 0 5 0 : 0 : : 5 5 5 5 : 5 5 0 5 : 5 : : 1 1 3 1 1 1 2 3 1 3 4 7 9 4 : 4 3 : 4 3 4 Y :3 :3 : 2 00 : : 0 :3 1 : :4 : 1 : 0 00 4 1 : 8 7 2 0 : : - 0 7 : : : - 1 1 2 - - 7 2 0 1 - 0 2 - 1 - 7 0 1 7 - 8 - y 2 4 8 7 8 8 y 0 1 y 1 11 2 y - 1 2 y 0 2 y - - W - 0 - y y 0 - - - 1 - 0 0 0 a 0 y - a y - a - 0 0 - a y y R y - a a - - y y a - - - - a - y a y a y y y y y a - a y y y y y a a M M y a a a M a a M a y y a M 5 a M a - M a a - M a - - a M - M a - a a - M M 1 M M - M M - 3 M M 6 - : - 5 M 1 - M 0 M M 7 - M - 4 6 M - - - 4 - - - M - M M 0 1 M 11 1 5 1 M M - 2 - 9 0 - 0 0 - - 0 2 1 6 8 - 2 - - - 2 1 0 3 0 9 7 5 2 3 - 2 8 1 1 1 1 1 9 2 2 3 8 0 7 0 1 4 2 y 0 2 2 0 0 2 2 a

M - 1 3

ARR DEP Declared Capacity

June

60 June

50 80 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 41 40 40 40 40 39 40 40 70 30 60

Movements / peak hour 20 50 4112 41 41 41 41 41 415 4 41 41 41 41 41 418 41 41 41 6 4111 41 41 4115 41 40 9 40 40 404 397 11 12 40 10 10 6 4 2 5 8 3 10 12 5 11 9 10 11 40 5 8 6 6 7 7 7 8 7 10 9 10 8 8 9 7 9 8 4 6 5 4 5 4 4 5 5 5 4 4 6 6 0 2 3 1 1 1 1 1 R R R R R L R 9 R L R 0 R R R R 1 R R R R R R 0 R R R R 30 0 0 0 7 5 5 5 5 5 5 5 7 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 Y 2 2 2 2 2 2 2 Y 0 2 2 2 Y 2 2 2 2 2 2 2 0 Y 2 2 2 2 2 Y Y , Y L W Y Y Y Y Y Y Y Y Y Y W Y Y Y Y Y Y Y W Y Y Y Y Y W W W 5 R R R W W W W W W W R R R W W W W W W W W 2 W W W W W W W W - - - - - , -

Movements / peak hour R R R R R R R R R R R R R R 5 R R R R R R 9 R 5 R R 20 0 ------0 0 ------1 ------3 3 3 00 4 : 5 0 5 0 : :4 : 0 5 0 0 : 0 5 0 : 0 0 5 5 0 1 0 0 1 1 0 0 0 1 3 : 2 : : Y 3 3 3 3 : :1 9 4 : 3 0 3 9 3 :3 0 0 9 :3 :3 00 00 0 :3 : : :0 : : : 1 1 7 : : : : : : 1 : 7 0 3 4 0 - 0 8 7 8 1 7 7 - 0 2 7 7 7 3 W 7 7 3 - 3 7 3 - 1 0 8 - 0 - 0 1 1 1 1 0 0 0 - 1 - 0 0 n n 1 1 0 0 R 0 0 n 110 - 15 n 0 n - - - 0 n - 8------12 - n - - - 5 4 ------6 - n 9 n n n 7 n n n n n n n n n n n Ju Ju 4 n n n 0 n 12n Ju n 10 Ju 6 n Ju u Ju 11 12 11 10 Ju 5 - - 3 5 - 9 11 - Ju 4 2 - 8 Ju -10 Ju Ju 0 Ju Ju J10u Ju Ju 1 - Ju - 0 11 J Ju Ju Ju : 5 - Ju Ju Ju Ju 9 - - - Ju 6 - - Ju Ju - - Ju - - - 5 - 5 - - 1 - - - 7 6 - - 2 - 0 3 - 2 3 1 8 0 4 6 8 9 0 0 8 1 4 5 6 7 9 2 3 7 2 0 4 0 6 7 8 10 1 10 1 1 0 2 2 2 9 1 1 1 2 9 - 2 2 2 9 2 3 0 0 7 7 0 7 0 8 0 7 8 8 7 8 4 6 5 4 5 4 n 4 5 5 5 4 4 6 6 2 3 u 0 J - 1 1 1 1 1 1 R R R R R L R 9 R L R 0 R R R R 1 R R R R R R 0 R R R R 0 0 0 2 7 5 5 5 5 5 5 5 7 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 Y 2 2 2 2 2 2 2 Y 0 2 2 2 Y 2 2 2 2 2 2 2 0 Y 2 2 2 2 2 Y Y , Y L W Y Y Y Y Y Y Y Y Y Y W Y Y Y Y Y Y Y W Y Y Y Y Y W W W ARR DEP Declared Capacity 5 R R R W W W W W W W R R R W W W W W W W W 2 W W W W W W W W - - - - - , - R R R R R R R R R R R R R R 5 R R R R R R 9 R 5 R R 0 ------0 0 ------1 ------3 3 3 00 4 : 5 0 5 0 : :4 : 0 5 0 0 : 0 5 0 : 0 0 5 5 0 1 0 0 1 1 0 0 0 1 3 : 2 : : Y 3 3 3 3 : :1 9 4 : 3 0 3 9 3 :3 0 0 9 :3 :3 00 00 0 :3 : : :0 : : : 1 1 7 : : : : : : 1 : 7 0 3 4 0 - 0 8 7 8 1 7 7 - 0 2 7 7 7 3 W 7 7 3 - 3 7 3 - 1 0 8 - 0 - 0 1 1 1 1 0 0 0 - 1 - 0 0 n n 1 1 0 0 R 0 0 n 0 - n 0 n - - - 0 n ------n ------n n n n n n n n n n n n n n n Ju Ju n n n 0 n n Ju n Ju n Ju u Ju Ju - - - 58 - Ju - Ju - Ju 0 Ju Ju : Ju 5 Ju Ju Ju /1 Ju - Ju - Ju Ju 0 11 J Ju Ju Ju Ju Ju Ju - Annex 1 - Ju ------Ju 9 - - 6 - - 5 - - 1 - - - 7 - - 2 - 0 3 - 2 3 1 8 0 4 6 8 9 0 0 1 4 5 7 9 2 3 7 2 0 4 0 6 7 8 1 1 1 0 2 2 2 1 1 1 2 - 2 2 2 2 3 0 0 0 0 0 n u J - 1 2 ARR DEP Declared Capacity July

80 75 75 75

60 54 July54 54

50 80 41 41 41 41 41 41 41 41 75 75 75 39 39 39 39 40 40 40 39 39 39 39 39 39 39 40 70

30 60 54 54 54 8

Movements / peak hour 9 20 17 8 8 9 12 14 15 6 9 50 11 5 5 10 15 6 16 10 12 14 17 16 14 16 14 11 4115 41 41 4113 41 41 41 41 40 40 40 16 13 10 39 39 39 39 39 39 39 39 39 39 39 18 17 16 16 17 40 13 14 14 13 12 14 11 12 9 9 11 9 11 11 11 10 9 6 6 6 6 8 7 7 5 6 0 1 1 1 R 9 9 9 9 9 9 9 L 9 9 9 R R R R R R R R R R R 1 R L R R 9 30 1 1 1 0 0 0 1 1 1 1 1 1 1 5 5 5 5 5 5 5 5 5 5 5 7 7 5 7 5 5 2 2 2 Y 2 2 2 2 2 2 2 2 , 2 0 Y Y 0 2 Y Y Y Y 0 Y Y Y 2 Y Y Y Y , , , , , , L L L Y Y Y Y Y Y Y Y Y Y L W L W L L 5 W W W W W W W W W W W W 5 5 7 7 7 5 R R W W W W W W W W 2 2 2 R W R R R R R R R 2 R W R R R 8 0 - - 0 - - - - - ,0 - - - , - - - -

Movements / peak hour , , 9 R R R 1 R 8 R R R R R R Y Y Y 1 5 5 1 0 0 8 0 5 5 5 9 5 - 5 5 0 20 ------1 - 17 1 1 1 1 0 4 : 0 0 3 00 00 0 4 : 15 : 4 6 : 4 9 3 0 0 5 0 0 : : : : :0 : : : 5 : : 0 0 W W W 9 12 14 3 Y 7 3 3 Y 10 6 11 Y 6 7 0 7 16 0 6 4 6 : :3 :4 : 0 11 00 0 0 R 5 - 15 00 7 11 Y 1 : 0 : : : 5 : R R l : 1 1 10 1 - 04 12 14 0 1 1 7 1 14- - 16- 0 0 - 0 - - l - 0 - - 7 7 170 9 7 3 - 11 - l l l W - 0 l - l 161 14W l W 11 - l l - W l 1 l 0 15 1 0 - 1 0 0 - l l u 16 0 - 130 0 - Ju l R - 13 - - l - - l l 3 00 R R R Ju - l l l l - l : : 0 - - - Ju Ju J Ju - Ju Ju Ju Ju l : Ju Ju - - Ju 0 4 - - Ju 1 - - 5 - - - 10 Ju 7 7 0 - 5 Ju - - 5 4 - Ju 1 Ju Ju18 Ju 1 1 - 8 9 3 5 4 9 0 Ju Ju - Ju Ju - - 0 3 3 4 7 17 16 2 4 2 : 7 - 16 3 17 - - - - l 0 : 1 : 1 1 0 : 2 2 2 - - 7 - 14 - 6 14 1 5 2 8 3 14 1 3 8 13 l l 1 2 13 2 4 5 6 11 4 12 0 11 6 11 12 11 11 1 0 0 0 1 1 - 10 2 0 0 0 Ju 9 9 9 0 l 9 0 0 8 - - - - Ju Ju 7 l 7 l l 6 6 6 6 - - 5 6 9 u Ju 0 11 0 0 1 J Ju Ju - - - - 6 2 5 1 1 1 R 9 9 9 9 2 9 92 9 L 9 9 9 R R R R R R R R R1 R R 1 1 R L R R 9 1 1 1 0 0 0 1 1 1 1 1 1 1 5 5 5 5 5 5 5 5 5 5 5 7 7 5 2 7 5 5 2 2 2 Y 2 2 2 2 2 2 2 2 , 2 0 Y Y 0 2 Y Y Y Y 0 Y Y Y 2 Y Y Y Y , , , , , , L L L Y Y Y Y Y Y Y Y Y Y L W L W L L 5 W W W W W W W W W W W W 5 5 7 7 7 5 W 2 2 2 ARRR DR EP DeclaredR CapRacityR R R R R R R W R R R W W W W W W W 0 - 0 W - ,2 - , - , - - - - ,0 ------R R R 1 R R R R R R R Y Y Y 1 5 5 1 0 0 0 5 5 5 9 5 - 5 5 0 ------1 - 1 1 1 1 0 4 : 0 0 3 00 00 0 4 : : 4 : 4 3 0 0 5 0 0 : : : : :0 : : : 5 : : 0 0 W W W 3 Y 7 3 3 Y 6 11 Y 7 0 7 0 6 4 6 : :3 :4 : 0 00 0 0 R - 00 7 11 Y 1 : 0 : : : : R R l : 1 1 1 - 04 0 1 1 7 1 - - - 0 0 - 0 - - l - 0 - - 7 7 0 9 7 3 - - l l l W - 0 l - l 1 W l W 11 - l l - W l 1 l 0 1 0 - 1 0 0 - l l u 0 - 0 0 - Ju l R - - - l - - l l 3 00 R R R Ju - l l l l - l : : 0 - - - Ju Ju J Ju - Ju Ju Ju Ju l : Ju Ju - - Ju 0 4 - - Ju 1 - - 5 - - - Ju 7 7 0 - 5 Ju - - 5 4 - Ju 1 Ju Ju Ju 1 1 - 8 9 3 5 4 9 0 Ju Ju - Ju Ju - - 0 3 3 4 7 2 4 2 : 7 - 3 - - - - l 0 : 1 : 1 1 0 : 2 2 2 - - 7 - - 6 1 5 2 8 3 1 3 8 l l 1 2 2 4 5 6 4 0 6 1 0 0 0 1 1 - 2 0 0 0 Ju 0 l 0 0 - - - - Ju Ju l l l - - 9 u Ju 0 11 0 1 J Ju Ju - - - - 6 2 5 1 1 2 2 2 ARR DEP Declared Capacity

August

80 75 75 75 75 75 75 75 75 75

60 54 54 August

50 80 75 75 75 75 75 75 75 75 75 40 39 40 39 39 39 39 40 39 39 39 39 39 39 39 39 39 39 39 40 70

30 60 54 54 3 10 8 8 6 Movements / peak hour 5 11 20 16 7 13 12 15 19 10 17 9 7 11 19 50 15 16 14 17 21 22 9 20 11 19 9 14 40 39 40 39 39 39 39 40 39 39 39 39 39 39 39 39 39 39 39 10 21 19 19 19 16 17 18 15 40 12 13 14 13 14 13 12 9 10 9 9 10 11 12 8 8 8 6 6 7 6 7 8 0 1 1 1 R 9 9 9 R 9 R 9 9 9 9 9 9 9 9 9 9 9 9 R R R R R R R R R 30 0 1 0 1 1 1 1 0 1 1 1 1 1 1 1 1 1 1 1 5 7 7 5 5 5 5 5 5 5 5 5 2 Y Y Y Y Y 0 Y 0 Y Y Y Y Y Y Y Y Y Y Y Y 2 2 2 2 2 2 ,2 2 2 , , , Y , , , , , , , , L L L L L L L L L L W W L W W W W W W W W W W 5 W W W W W W W 5 5 5 5 5 5 7 7L 5 5 5 R R R R R 8 R R 8 R R R R R R R R R 2 2 2 2 ,2 3 R R R 2 2 2 2 2 - - - - - 10 ,0 - 0 ------6

Movements / peak hour , 9 5 5 5 1 1 0 5 0 5 5 5 5 5 11 5 0 5 Y Y Y Y Y 20 1 16 5 5 5 1 1 0 1 Y Y Y Y :1 7 3 1 : : :1 : 13 4 4 :4 4 0 00 0 : : 00 0 4 17 4 4 :3 0 9 12 : : : : 1 : : : 10 : : : W W W Y 7 15 1 7 19 3 9 9 W W 7 W W 11 W W 19 15 2 0 0 0 Y 7 Y 7 17 11 0 1 7 0 7 21 5 22 9 20 1 160 1 1 1 14 - 11 0 1 - 1 0 1 0 R R R R R R R R R - 0 - - - 0 19 9 0 - - - W - - - - 0 - 11 ------W - W g g - - 14 g g g g g g g g g g g 0 0 0 0 0 5 5 5 5 R g g g u u g g g 1 1 - u u u R R u u u u u 0 3 3 3 : 4 : u u - - u u u : : 0 : : :4 5 21 u u A A u u : : 7 7 1 A A A A 5 5 - A A A - A A 7 7 0 7 0 1: 0 A 19 A 19 - A A A A A 0 1 0 19 - - - - - 1 17 A 1 - - - 18 - - - - 1 0 1 1 - 1 1 0 16 : - : - 11 6 - - 1 - - 0 - - 7 2 3 5 2 3 4 5 1 9 15 2 - - - - 4 6 7 3 0 1 1 1 7 8 0 14 14 g 0 1 8 1 1 13 1 1 2 2 g 13 g g g 13 g g 0 0 0 12 0 0 1 1 11 g 12 g 12 - - 0 - 10 10 2 u 9 9 9 u u u u u u u g 8 g g 8 8 7 u A 7 8 6 6 A A 6 - A A A u u u A A A - - - - - 8 - - 1 3 5 - 9 A 0 A A 4 6 7 2 0 3 - - - 2 2 2 1 1 1 1 2 2 2 3 R 9 97 9 R9 9 R 9 9 9 9 9 9 9 9 9 9 9 9 R R R R R R R R R 0 0 1 0 1 1 1 1 0 1 1 1 1 1 1 1 1 1 1 1 5 0 70 7 5 5 5 5 5 5 5 5 5 2 Y Y Y Y Y 0 Y 0 Y Y Y Y Y Y Y Y Y Y Y Y 2 2 2 2 2 2 ,2 2 2 , , , Y , , , , , , , , L L L L L L L L L L W W L W W W W W W W W W W 5 W W W W W W W 5 5 5 5 5 5 7 7L ARR DEP Declared Capacity 5 5 5 2 R R R R R R R R R R R R R R R R R R 2 2 2 2 2 2 2 2 , - - - - - 0 0 - R ------2 , - , - - - - 9 5 5 5 1 1 0 5 0 5 5 5 5 5 0 5 Y Y Y Y Y 1 5 5 5 1 1 0 1 Y Y Y Y :1 3 1 : : :1 : 4 4 :4 4 0 00 0 : : 00 0 4 4 4 :3 0 : : : : 1 : : : : : : W W W Y 7 1 7 3 9 9 W W W W W W 2 0 0 0 Y 7 Y 7 11 0 1 7 0 7 5 1 0 1 1 1 - 11 0 1 - 1 0 1 0 R R R R R R R R R - 0 - - - 0 0 - - - W - - - - 0 ------W - W g g - - g g g g g g g g g g g 0 0 0 0 0 5 5 5 5 R g g g u u g g g 1 1 - R R u 3 3 3 : 4 : u u u u u u u u u u u u 0 : : 0 : : :4 - u - u A A u u : : 5 - A 7 7 7 1 A A A A A 5 5 A A A - A A A A 7 0 0 7 1 0 0 : - - - - 1 A 1 A - - - A - A - 1 1 1 1 0 - : : - 11 - 6 - - - - 0 1 0 - 7 - 2 3 4 1 2 ------59 5 1 9 - 2 3 4 5 6 7 3 1 1 1 8 - g / 0 7 0 Annex 1 1 1 2 0 1 8 1 1 2 g g g g g g 0 0 0 0 0 1 1 g g - - 0 - 2 u u u u u u u u g g g u A A A - A A A u u u A A A - - - - - 8 - - 1 3 5 - 9 A A A 4 6 7 2 0 3 - - - 2 2 2 1 2 2 2 3 7 9 0 0 0 ARR DEP Declared Capacity September

80 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75

60 September 54 54

50 80 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75

40 70

30 60 54 54 6 Movements / peak hour 20 9 9 7 12 50 9 10 21 7 11 10 20 8 10 9 7 5 7 5 20 9 13 13 12 12 10 14 11 13 9 10 19 40 15 14 16 14 14 16 15 15 12 12 12 12 13 14 11 14 13 8 8 7 7 6 7 5 6 7 8 7 8 0 30 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R 5 5 5 5 5 5 5 5 5 7 5 5 5 5 5 5 7 7 7 7 5 5 5 5 5 5 5 5 5 5 2 ,2 2 2 2 2 2 2 2 0 2 2 2 ,2 2 2 0 0 0 0 2 2 ,2 2 2 2 2 2 2 2 , , , , , , , , , , , , , , , , , , , , , , , , , , , L L L L L L L L L L L L L L L L L L L L L L L L L L L 5 5 5 5 5 5 5 5 5 7L 5 5 5 5 5 5 7 7L 7 7L 5 5 6 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Movements / peak hour 0 0 0 0 9 , ,0 , 12 20 Y Y Y 9 Y Y Y Y Y Y Y 9 7 Y Y Y 1 1 Y Y Y Y Y Y Y Y Y Y 10 Y Y Y 10 Y 9 1 0 21 7 11 0 20 5 5 W W W 10 W W W W 8 W W W W W W W W W Y W W 9 7 W W W W W 7 W W W W Y 9 Y R R R R R 20 R R R R R R R R R R R R R R R R R 13 R R R R R ------14- - 13 - 12W - - W 12 10 0 5 5 5 5 135 W 5 0 5 5 5 5 9 0 0 5 5 5 5 5 0 0 5 0 0 0 1 1 1 11 R 1 R 0 R 1 1 0 3 3 4 : : 4 : 4 4 3 - 4 3 : 3 3 4 3 4 0 4 : 00 : : : : : : : :4 : : : : - 4 3 - : : : : : : : : 10 0 6 0 5 0 : : 19 1 7 3 7 0 0 0 7 7 7 7 7 5 7 7 0 7 1 1 1 1 0 0 1 0 0 0 0 0 1 1 0 1 1 115 - -16 - 1 4 16 - 1 1 115 - 0 1 -15 0 - - - 14 014 014 1 0 : 0 0 3 1 1 14 :4 0 0 - 14 ------: - 13 - - - - 13 - p - 12 p p - p - 12 12 0 p 12 11 - p p p p p 0 2 p p p p p p e e p p p p 1 p p e p p 1 p p p e e e e e - 1 8 8 e e e e 8 8 7 7 e 6 e 7 e 6 - e e - e 7 e 7 S e S S e S e e e 5 S e e S e S S S - - S p - p S S S S S - S - - - S - S S S S S p S S S S - - - - S ------0 - 5 6 - 8 - - e - 6 e e - - 6 7 - 1 0 2 3 4 1 1 2 3 4 5 8 9 0 0 7 9 0 11 2 S 4 5 8 9 S 2 3 0 0 0 1 1 - 1 1 S 1 1 2 2 2 2 2 2 0 R R 0 R R R 0 R 0 R R R R - R R R - R R R 2 R R R R R R 2 R R R R R R R 3 R 5 5 5 5 5 5 5 5 5 7 5 1 5 5 5 5 7 5 7 7 0 7 7 5 5 5 5 5 5 5 5 5 5 1 2 ,2 2 2 2 2 2 2 2 0 2 2 2 ,2 2 2 0 0 2 0 0 2 2 ,2 2 2 2 2 2 2 2 , , , , , , , , , , , , , , , , , , , , , , , , , , , L L L L L L L L L L L L L L L L L L L L L L L L L L L 5 5 5 5 5 5 5 5 5 7L 5 5 5 5 5 5 7 7L 7 7L 5 5 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 0 2 2 2 2 2 0 0 0 2 2 2 2 2 A RR , DEP Decla red C,0 apac ity , Y Y Y Y Y Y Y Y Y Y 9 Y Y Y 1 1 Y Y Y Y Y Y Y Y Y Y Y Y Y Y 1 0 0 W W W W W W W W W W W W W W W W Y W W W W W W W W W W W Y Y R R R R R R R R R R R R R R R R R R R R R R R R R R R ------W - - W 0 5 5 5 5 5 W 5 0 5 5 5 5 0 0 5 5 5 5 5 0 0 5 0 0 0 1 1 1 R 1 R 0 R 1 1 0 3 3 4 : : 4 : 4 4 3 - 4 3 : 3 3 4 3 4 0 4 : 00 : : : : : : : :4 : : : : - 4 3 - : : : : : : : : 0 6 0 5 0 : : 1 7 3 7 0 0 0 7 7 7 7 7 5 7 7 0 7 1 1 1 1 0 0 1 0 0 0 0 0 1 1 0 1 1 1 - - - 1 4 - 1 1 1 - 0 1 - 0 - - - 0 0 1 0 : 0 0 3 1 1 :4 0 0 ------: ------p - p p - p - 0 p - p p p p p 0 2 p p p p p p e e p p p p 1 p p e p p 1 p p p e e e e e - 1 e e e e e e e - e e - e e S e S S e S e e e S e e S e S S S - - S p - p S S S S S - S - - - S - S S S S S p S S S S - - - - S ------0 - 5 6 - 8 - - e - 6 e e - - 6 7 - 1 2 3 4 1 1 2 3 4 5 8 9 0 0 7 9 0 11 2 S 4 5 8 9 S 2 3 0 0 0 1 1 1 1 S 1 1 2 2 2 2 2 2 0 0 0 0 - - - 2 2 3 1 7 0 1 2 ARR DEP Declared Capacity

October

80 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75

60 54October54 54

50 80 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 39 39 39 39 40 70

30 60 54 54 54 23 Movements / peak hour 20 8 6 21 50 18 9 11 19 7 14 16 8 14 11 8 12 6 10 11 8 3 12 8 16 12 39 39 10 39 399 11 15 10 7 13 40 17 18 13 13 11 13 14 12 9 9 8 8 10 10 9 10 9 11 10 11 8 8 9 10 11 9 7 5 7 7 6 0 30 R R R 9 9 R R R R R 9 R R R R R 9 R R R R R R R R 1 1 R R 1 R R 1 R R 5 7 5 5 5 5 5 5 5 5 7 7 7 5 5 5 5 5 5 5 5 5 5 5 5 5 5 2 2 0 2 Y Y 2 2 , 2 2 2 2 Y 0 0 2 2 ,2 2 Y 2 2 2 2 ,2 2 2 2 2 2 , , , , , , , , , , , ,0 , , , , , , , , , , , , L L L L L L L L L L L L L L L L L L L L L L L W W W L L W 5 5 5 5 5 5 5 5 5 5 5 5 5 5 7L 5 5 5 7 7 7L23 5 5 5 5 5 5 2 2 R R 2 2 2 2 2 2 2 R 2 2 2 2 R 2 2 2 2 2 2 2 2 2 2 Movements / peak hour 8 0 6 - - 0 0 , - - , ,0 , 21 20 Y 5 Y Y Y Y 5 1 1 9 Y 0 Y Y Y Y Y 5 Y Y Y 1 Y 1 Y Y Y Y Y Y Y Y 18 11 :1 :4 4 9 0 0 0 19 3 7 : W W 14 16 W : W W W W W W W W W W W W 6 W Y W W W W 8 W W W 14 2 7 1 Y Y Y 11 2 1 R R R 12 10 8 R 1 R 12R R 8 R 16R R R R R 11 R R R R - R R 3 R R R R - - - 0 - - - 8- - - - t 6 - W ------12t - 10 t 15 5 0 5 5 5 5 c W W W 0 9 5 5 0 5 11 0 5 5 0 t 5 1 5 R 0 0 5 0 1 c 71 : 1 R R c :1 1 131 1 1 : 3 c 0 : 00 4 4 : R 4 - 3 3 3 : : 3 : 00 0 0 : 10 :4 : : : : : O - - - : : : : : : : : 0 O 6 7 - O 7 7 8 8 8 218 - O 7 0 7 4 0 5 7 0 8 8 1 017 1 1 0 0 0 0 - 0 1 7 8 - 1 - - 1 1 - 0 3 1 00 1 1 1 0 - 0 1 0 1 - 4 0 0 - - t - 1 4 3 3 : 0 - - 14 - 0 - 0 0 - t - 5 - t - 13 13 : : : - - - 2 13 t - - t t t c t 11 t 11 2 11 t t t t 12 t t - 11 - t c t 0 t c t 10 10 0 7 10 2 1 10 t c t 10 t t c 0 9 9 8 8 c c c 9 9 c 8 c 8 c c 9 c c 9 c 7 c c 1 1 c - c c c 7 c 7 O O O - 0 - t O c 6 O O O - O - t O O O O O 5 O O O - O - - t t c O - - - 1 O O - - - c - - - - O - - O O - - - 7 - 11 c 3 5 - - 1 3 0 2 c 7 2 4 7 - 0 0 2 9 1 O 9 0 2 6 8 3 0 6 0 8 1 O O 1 - 1 2 2 2 2 9 0 0 - 2 2 0 R R R 90 9 0 R R R R R- 9 O R R R R R 9 R R R 2 R R2 R3 R R 1 1 R R 1 - R8 R 1 R R 7 5 4 6 1 5 5 5 5 5 5 5 5 5 5 5 5 5 5 71 7 7 5 5 5 5 5 5 5 5 5 2 1 1 2 0 2 Y Y 2 2 , 2 2 2 2 Y 0 0 2 2 ,2 2 Y 2 2 2 2 ,2 2 2 2 2 2 , , , , , , , , , , , ,0 , , , , , , , , , , , , L L L L L L L L L L L L L L L L L L L L L L L W W W L L W 5 5 5 5 5 5 5 5 5 5 5 5 5 5 7L 5 5 5 7 7 7L 5 5 5 5 5 5 2 2 R R 2 2 2 2 2 2 2 R 2 2 2 2 R 2 2 2 2 2 2 2 2 2 2 0 - ARR- D0 EP De0clare d Cap, acity - - , ,0 , Y 5 Y Y Y Y 5 1 1 9 Y 0 Y Y Y Y Y 5 Y Y Y 1 Y 1 Y Y Y Y Y Y Y Y :1 :4 4 0 0 0 3 : W W W : W W W W W W W W W W W W 6 W Y W W W W W W W 2 7 1 Y Y Y 2 R R 1 R R R R R R R - R R R 1 R R R R R R R R R R R - 0 ------t - W ------t - W W W t 5 0 0 5 5 5 5 5 c 5 0 0 0 5 5 5 0 5 0 5 1 5 c t 1 1 R c 1 1 1 0 1 : 3 c :1 4 4 : : R R R - 3 3 : : :1 3 : : : 0 00 : : 4 : :3 : 00 0 0 :4 O : : O - - - : 7 7 : : : : 0 0 6 7 - 7 O 8 8 8 1 2 - O 7 1 7 4 0 1 5 0 0 0 0 - 0 1 8 7 8 0 1 - 1 1 0 3 00 1 1 0 0 0 8 0 - 1 - - 4 3 1 : 0 1 - - 0 1 60 - 4 0 0 - - t - 1 : : :3 ------0 0 - /t - t 5 - t - t - 2 t t t - t - - t Annex 1 t 2 t 0 t c t t t t t t c c 0 t c t 0 7 2 1 c c c t t c c c c 1 1 c - c c c c c c c c O - 0 - c c c O O O - t O O O - O - O O - O t t O O O O - O O O - O O - - - t - c - - - - O - - O O - 1 - c c - 5 - 1 3 - 7 - 11 2 c 2 3 4 7 - - 0 9 0 7 O 9 0 8 2 6 0 8 1 1 O 1 2 2 6 9 0 3 0 0 O - 1 2 2 2 2 2 0 - O - 2 0 0 - 8 2 3 4 6 1 5 1 1 1 ARR DEP Declared Capacity November

80 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75

60 November

50 80 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 41 75 75 75 75 75 75 75 40 70 30 60

Movements / peak hour 20 6 12 50 13 15 12 7 14 9 6 41 12 8 10 12 9 13 13 7 12 9 12 10 15 11 7 9 9 8 9 9 16 10 9 40 13 11 10 9 10 9 8 11 7 6 6 6 4 7 4 7 5 5 4 6 6 6 6 5 7 5 5 7 0 3 30 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 , , , , , , , , , , , , , , , , , , , , , , , , , , , , , L L L L L L L L L L L L L L L L L L L L L L Y L L L L L L L 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 W 2 2 2 2 2 2 2 , ,

Movements / peak hour Y Y Y Y 9 Y Y Y Y Y Y Y Y Y Y 9 R Y Y Y Y Y Y Y 1 Y Y Y 1 Y Y Y 20 6 12 - 5 W W W W W W W Y W W W W W W W W W W W W Y W W W W W W W 15 W :1 R R R 13 R R R R R R R R R R R R R R R R R 1 R R R R R R R ------W 12------W 1 ------5 6 - 7 5 5 5 0 0 5 5 0 0 5 0 5 5 0 5 0 0 0 5 1 0 1 141 R 1 9 1 R v 0 1 12 : 4 : : - 3 4 : 3 4 00 3 :1 : - 4 3 : 00 00 : 3 12 0 : : 9 3 : 13: 00 13 0 7 : 3 0 : 93 00 : : 8 10: 5 : 8 : : : : 1 5 : 5 o : : 12 : 12: 8 8 8 15 7 19 9 3 9 8 110 8 8 8 8 8 8 8 8 8 8 8 8 1 9 88 8 4 8 9 1 0 0 4 8 11 0 1 - - 4 N 1 1 09 - : 0 0 10 0 0 0 9 : - - 0 1 016 0 - 0 - - 0 - 0 - 0 v 0 1 0 - 0 - - v - - - 3 ------v - 3 - - v v v - v v 1 v - v v v o 1 v v v v v v o o 13 v - v v v o v o o - v o o v 11 2 o 11 v o v 10 o 10 o o N v o o o N o o o v o 9 o o o 9 o N o 8 o o N 7 N N N 7 7 N - - o N N 7 N 7 - - 6 6 6 o N N N N N 6 6 - N 6 6 N 1 N N N - - N 4 - N 4 - 5 N 5 4 9 N N - 5 N - 5 - 5 - - - 3 ------0 - - - 4 6 7 - 2 5 1 1 N 4 - 7 9 0 0 N 0 1 3 1 8 2 - 5 0 2 3 5 - 9 11 4 6 7 2 6 2 8 0 0 0 1 1 1 1 1 1 2 2 2 2 3 0 0 0 8 0 2 2 R R R R R R R R R R R R R R R R R R R R2 R R R R R R R R R R 0 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 , , , , , , , , , , , , , , , , , , , , , , , , , , , , , L L L L L L L L L L L L L L L L L L L L L L Y L L L L L L L 5 5 5 5 5 5 5 5 5 5 5 A5RR 5 DEP5 D5 ecla 5red C5apaci5ty 5 5 5 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 W 2 2 2 2 2 2 2 , , Y Y Y Y 9 Y Y Y Y Y Y Y Y Y Y 9 R Y Y Y Y Y Y Y 1 Y Y Y 1 Y Y Y - 5 W W W W W W W Y W W W W W W W W W W W W Y W W W W W W W W :1 R R R R R R R R R R R R R R R R R R R R 1 R R R R R R R ------W ------W 1 ------5 - 5 5 5 0 0 5 5 0 0 5 0 5 5 0 5 0 0 0 5 1 0 1 1 R 1 1 R v 0 1 : 4 : : - 3 4 : 3 4 00 3 :1 : - 4 3 : 00 00 : 3 0 : : 3 : : 00 0 : 3 0 : 3 00 : : : 5 : 8 : : : : 1 5 : 5 o : : : : 8 8 8 1 3 8 1 8 8 8 8 8 8 8 8 8 8 8 8 1 9 8 8 4 8 9 1 0 0 4 8 0 1 - - 4 N 1 1 0 - : 0 0 0 0 0 : - - 0 1 0 0 - 0 - - 0 - 0 - 0 v 0 1 0 - 0 - - v - - - 3 ------v - 3 - - v v v - v v 1 v - v v v o 1 v v v v v v o o v - v v v o v o o - v o o v 2 o v o v o o o N v o o o N o o o v o o o o o N o o o N N N N N - - o N N N - - o N N N N N - N N 1 N N N - - N - N - N 9 N N - N ------0 - - - 4 6 7 - 2 5 1 1 N 4 - 7 9 0 0 N 0 1 3 1 8 2 - 5 2 3 5 - 9 11 4 6 7 2 6 2 8 0 0 0 1 1 1 1 1 1 2 2 2 2 3 0 0 0 0 2 2 8 2 0 ARR DEP Declared Capacity

December

80 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75

60 December

50 80 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 75 41 40 39 40 70 30 60

Movements / peak hour 20 12 9 50 12 15 11 11 12 5 19 18 16 10 14 9 13 15 18 15 12 12 9 5 7 14 12 40 13 41 10 8 7 8 39 13 10 15 40 11 14 12 13 11 8 10 10 11 8 9 10 8 8 8 6 7 7 7 7 5 6 5 7 7 6 5 7 0 3 3 1 R R R R R R 9 R R R R R R R R R R R R R R R R R R R R 1 R R R 30 0 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Y 2 2 Y 2 2 2 2 , , , , , , , , , , ,2 , , , , , , , , , , , , , , , , , L L L L L L L L L L L L L L L L L L L L L L L L L L L L Y W W 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 R 2 2 2 2 2 W , , , - -

Movements / peak hour 9 Y Y 9 Y Y Y Y Y Y Y 9 Y Y Y Y Y Y Y Y Y Y Y 0 Y Y Y R 1 1 Y 1 Y 5 - 20 9 12 4 :0 5 W W W W W W W W W W W W W W : W W W 1 Y W W Y W W Y W 15 W 11 W W : 11 12 5 19 8 8 R R R R R R R R R R R R R R R 18R R R R R 16 R R R 10R R 8 W - - W ------12W ------0 - - 0 - - - 14 9 15 15 - 5 5 0 5 0 5 5 18 5 - 125 5 5 0 R 0 R 0 13 0 0 0 1 R 1 0 0 1 0 0 0 0 1 0 - 9 5 : : 1 : c 1 c : 121 - 3 4 - 3 00 3 :4 3 - :3 143 12: 0 3 00 :3 :3 : 3 0 : : : : : 0 : :7 :0 : : : : e : e 13 : c 5 5 : 7 8 8 8 9 9 8 8 0 4 7 7 8 0 1 0 8 8 0 8 8 8 e 140 8 4 8 8 1 8 0 118 D 0 9 13 : 1 1 : 1 1 1 0 3 0 0 1 D 0 - 0 - - 0 - 0 - 0 - - - : 0 - 0 - 0 - - 0 0 0 - - - - 0 - D 2 10 - - 1 - - - - c 15 0 c - c c c c 14 c - c - 4 c 7 c - - c c 1 c 1 c c c c 13 c c 1 0 c c - c c c 12 e 2 c e e - 10 e 10 e 11 e e 11 e e e e e 10 2 e e 11 e - e c 9 e e e e e 3 c 8 e e 8 e 8 8 D e 8 c D D D 7 D 7 D D D 7 D 7 D D 7 D 7 D D D 7 6 - e 6 - - 6 - e - - e D - D - D - - D - D 5 - D 5 - D D D - 5 D - 3 ------6 3 2 3 6 - 8 0 11 2 D 5 7 9 0 1 5 8 - 0 D 1 4 1 6 1 2 3 2 D 0 - 5 7 9 1 - 1 8 2 2 9 - 0 0 0 0 3 1 1 1 2 2 2 2 3 0 0 0 1 2 1 R 4 R 1 R R R R 9 R R R R R R R R R R R R R R R R R R R R 1 R R R 0 0 5 50 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Y 2 2 Y 2 2 2 2 , , , , , , , , , , ,2 , , , , , , , , , , , , , , , , , L L L L L L L L L L L L L L L L L L L L L L L L L L L L Y W W 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 ARR DEP Declared Capacity R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 R 2 2 2 2 2 W , , , - - 9 Y Y 9 Y Y Y Y Y Y Y 9 Y Y Y Y Y Y Y Y Y Y Y 0 Y Y Y R 1 1 Y 1 Y 5 -

4 :0 5 W W W W W W W W W W W W W W : W W W 1 Y W W Y W W Y W W W W : 8 8 R R R R R R R R R R R R R R R R R R R R R R R R R 8 W - - W ------W ------0 - - 0 - - - 5 5 - - 5 0 R 0 5 0 0 0 0 0 5 0 5 0 5 0 0 0 0 5 0 0 5 R 1 R 1 1 1 c 1 c 1 1 - - 3 4 - 00 3 3 : - 3 : 3 : : 3 00 3 3 : 3 : : : : 3 : 0 : :4 : 0 : : 0 : : : : : e 0 c 5 5 : : : 8 8 : 9 e 8 : 8 1 0 8 8 9 8 0 4 8 7 7 0 8 8 0 8 8 8 11 9 e 4 1 1 4 1 8 1 1 1 0 3 0 0 0 1 D 0 D 0 0 : : - : 0 0 - 0 0 - - - - 61 0 0 - - - - - 2 - - - 0 - 1 0 - 0 c 0 - D / ------Annex 1 0 c - c c c c c - c - 4 c 7 c - - c c 1 c 1 c c c c c c 1 0 c c - c c c e 2 c e e - e e e e e e e e e 2 e e e 3 - e e e c e e e e e e e c D D D c D D D D D D e D D D D - D D - - e D - - D - - - D - D - D - - D D D - - - e D - - 6 D - - - 2 5 - 9 - - - 5 8 - 2 3 D 6 8 0 11 D 7 0 1 2 3 0 D 5 9 1 1 - 4 1 6 1 8 1 2 9 0 0 - 0 7 0 1 1 2 2 2 2 3 - 0 0 3 1 2 2 2 1 4 0 1 0 0 ARR DEP Declared Capacity Annex 2: Bibliography

[1] WHO, “WHO Timeline - COVID-19,” WHO, 27 4 [7] Brussels Airlines, “Brussels Airlines restarts its 2020. [Online]. Available: https://www.who.int/ operations with a network of 59 destinations news/item/27-04-2020-who-timeline---covid-19. from June until August,” Brussels Airlines, [Accessed 1 4 2021]. 25 05 2020. [Online]. Available: https://press. brusselsairlines.com/brussels-airlines-restarts- [2] European Centre for Disease Prevention its-operations-with-a-reduced-network-of-59- and Control, “Timeline of ECDC’s response destinations-from-june-until-august. [Accessed to COVID-19,” European Centre for Disease 03 03 2021]. Prevention and Control, 24 3 2021. [Online]. Available: https://www.ecdc.europa.eu/en/ [8] sciensano, “BEPALING VAN DE STARTDATUM covid-19/timeline-ecdc-response. [Accessed 1 4 VAN DE TWEEDE GOLF VAN DE COVID-19 2021]. EPIDEMIE IN BELGIË,” sciensano, 2020.

[3] Federal Public Service (FPS) Health, Food Chain [9] Belgische Federale Overheidsdiensten, Safety and Environment, “Info-coronavirus,” 12 “Beslissingen van het Overlegcomité van 03 2020. [Online]. Available: https://www.info- 18 december 2020,” Belgische Federale coronavirus.be/en/news/phase-2-maintained- Overheidsdiensten, 18 12 2020. [Online]. transition-to-the-federal-phase-and-additional- Available: https://www.belgium.be/nl/ measures/. nieuws/2020/beslissingen_van_het_ overlegcomite_van_18_december_2020. [4] Belgian Federal Government, “Belgium. [Accessed 1 4 2021]. be,” 24 03 2020. [Online]. Available: https:// www.belgium.be/en/news/2020/coronavirus_ [10] Belgische Federale Overheidsdiensten, reinforced_measures. “Beslissingen van het Overlegcomité van 30 december 2020,” Belgische Federale [5] VRT, “VFR NEWS,” 30 03 2020. [Online]. Overheidsdiensten, 30 12 2020. [Online]. Available: https://www.vrt.be/vrtnws/ Available: https://www.belgium.be/nl/ en/2020/03/20/borders-closed-to-non-essential- nieuws/2020/beslissingen_van_het_ travel/. overlegcomite_van_30_december_2020. [6] Brussels Airlines, “Brussels Airlines temporarily [Accessed 1 4 2021]. suspends all its flights as of 21 March until 19 [11] European Commision, “Regulations,” Official April,” Brussels Airlines, 17 03 2020. [Online]. Journal of the European Union, p. 67, 2019. Available: https://press.brusselsairlines.com/ brussels-airlines-temporarily-suspends-all-its- [12] EUROCONTROL, “Continuous climb and flights-as-of-21-march-until-19-april. [Accessed descent operations,” [Online]. Available: 03 03 2021]. eurocontrol.int/concept/continuous-climb-and- descent-operations.

62 / Annex 2 Annex 3: Fact sheet

59% decrease compared to 2019

Total IFR VFR 2017 237,888 234,894 2,994 Traffic evolution 2018 235,459 232,286 3,173 2019 234,462 231,275 3,187 2020 95,811 93,118 2,693 2020 vs 2019 -59% -60% -16% Traffic Largest decrease in Q2

2019 2020 YoY Q1 50,875 44,317 -13% Quarter comparison 2020 vs 2019 Q2 61,660 9,174 -85% Q3 65,761 23,815 -64% Q4 56,165 18,505 -67%

151 missed approaches in 2020, -49% vs. 2019

TOP 3 causes in 2020 Missed approaches 1 I : Wx - thunderstorm - Windshear 48 2 Unstable Approach 42 Safety 3 H : Wx - visibility 16 12 Runway incursions without ATM contribution 7 Taxiway incursions Safety occurrences 1 with skeyes’ involvement 1 deviation from ATM procedures ILS critical & sensitive area

Runway configuration Declared IFR Capacity Capacity 25R, 25L+R 75 mvt/h 19 39 mvt/h

1,557 minutes before COVID-19 pandemic Capacity & Arrival delay No regulations from mid-March until end of 2020 punctuality CRSTMP delay: 0.03min/flight

Punctuality Departures: 38,793 minutes ATFM delay 10% (3,990min) of delay due to skeyes’ regulations ATFM impact Arrivals: 42,795 minutes ATFM delay 46% (19,965min) of delay due to skeyes’ regulations

PRS 77% of movements used the PRS

Environment CDO Ratio of CDO’s flown increased for almost every runway

Night movements 11,132 night movements, decrease of 36%

Annex 3 / 63