Section
6. Traffic Management
Initiatives
17-6-1. GENERAL
a. Traffic
Management Initiatives (TMIs)
are techniques used to manage
demand with capacity in the
NAS.
1. Properly
coordinated and implemented
TMIs are an important tool in
the air traffic system. These
initiatives contribute to the
safe and orderly movement of
air traffic.
2. Any
TMI creates an impact on
customers. It is imperative to
consider this impact and
implement only those
initiatives necessary to
maintain system integrity.
b. Dynamic
TMIs are those imposed on an
as needed basis to manage
fluctuations in traffic
demands.
17-6-2. BACKGROUND
Some TMIs
may also be considered
“control instructions” or
procedures; the difference is
determined by the magnitude of
the event, the coordination
process, and the length of
time it is implemented. TMIs
may also be referred to as
“restrictions,” especially in
conjunction with
miles-in-trail.
17-6-3. POLICY
To maintain
the integrity of the air
traffic system, facility TM
personnel must employ the
least restrictive methods
available to minimize delays.
17-6-4. TYPES OF TMIs
a. Altitude.
1. Utilized
to segregate different flows
of traffic, or to distribute
the number of aircraft
requesting access to a
specified geographic region.
2. Colloquialisms:
(a) Tunneling- Term
to indicate traffic will be
descended prior to the normal
descent point at the arrival
airport to remain clear of an
airspace situation; e.g.,
holding.
(b) Capping- Term
to indicate aircraft will be
cleared to an altitude lower
than their requested altitude
until they are clear of a
particular airspace. Capping
may apply to the initial
segment of the flight or for
the entire flight.
3. Low
Altitude Arrival/Departure
Routing (LAADR). A set of
routings with altitude
expectations for usage in
times of severe weather
constraints on the system.
LAADR may apply to the
departure or the arrival phase
of flight. LAADR requires a
written agreement with the
customers prior to
implementing.
b. Miles-in-trail
(MIT). The number of miles
required between aircraft that
meet a specific criteria. The
criteria may be separation,
airport, fix, altitude,
sector, or route specific. MIT
are used to apportion traffic
into manageable flows, as well
as, provide space for
additional traffic (merging or
departing) to enter the flow
of traffic.
c. Minutes-in-trail
(MINIT). The number of minutes
required between successive
aircraft. It is normally used
in a non-radar environment, or
when transitioning to a
non-radar environment, or
additional spacing is required
due to aircraft deviating
around weather.
d. Fix
balancing. Assigning an
aircraft a fix other than in
the filed flight plan in the
arrival or departure phase of
flight to equitably distribute
demand.
e. Airborne
holding. Planned holding of
aircraft may be utilized. This
is normally done when the
operating environment supports
holding and the weather
conditions are expected to
improve shortly; this ensures
aircraft are available to fill
the capacity at the airport.
f. Sequencing
Programs. These programs are
designed to achieve a
specified interval between
aircraft; they may be software
generated or determined by TM
personnel. Different types of
programs accommodate different
phases of flight.
1. Departure
Sequencing Program (DSP)-
Assigns a departure time to
achieve a constant flow of
traffic over a common point.
Normally, this involves
departures from multiple
airports.
2. En
route Sequencing Program
(ESP)- Assigns a departure
time that will facilitate
integration in the en route
stream.
3. Arrival
Sequencing Program (ASP)-
Assigns fix crossing times to
aircraft destined to the same
airport.
4. Center
TRACON Automation System
Traffic Management Advisor (CTAS-TMA)-
Assigns meter fix/arc crossing
times to aircraft to manage
airport arrival demand.
g. Reroutes:
1. Reroutes
are ATC routings other than
the filed flight plan. They
are issued to:
(a) Ensure
aircraft operate with the
“flow” of traffic.
(b) Remain
clear of special use airspace.
(c) Avoid
congested airspace.
(d) Avoid
areas of known weather or
where aircraft are deviating
or refusing to fly.
2. Operators
should file new flight plans
when they are more than 45
minutes from departure.
3. Sources
for route information:
(a) Airport/Facility
Directory.
(b) Preferential
Route Information in
facilities.
(c) Route
Management Tool.
(d) North
American Route Notice.
(e) Federal
Air Regulations.
(f) Notices
to Airmen.
(g) Advisories
issued by ATCSCC. (These are
listed on the Operational
Information System.)
4. More
information on routes is
contained in Section 17, Coded
Departure Routes, Section 18,
Route Advisories, and Section
20, National Playbook.
h. Ground
Delay Programs. (See Section
9, Ground Delay Programs.)
i. Airspace
Flow Programs. (See Section
10, Airspace Flow Programs (AFP).)
j. Ground
Stops. (See Section 11, Ground
Stop(s).)
17-6-5. EXCEPTION
The above
list is not all-inclusive and
does not preclude the
innovation and application of
other procedures that will
result in improved customer
service.
17-6-6. TMI
DATA
The
efficiency of the NAS is
enhanced when all participants
have access to the same data.
Utilization of shared
technology, (e.g., Flow
Evaluation Area) enhances the
coordination process.
17-6-7. TMI
APPROVAL AUTHORITY
a. The
ATCSCC is the approval
authority for all en route and
designated terminals
inter-facility TMIs, except as
identified in subparagraph (b)
below and MIT restrictions of
ten (10) miles or less. TMIs
that are expected to result in
reportable delays must be
coordinated through the ATCSCC.
Reportable delays are delays
of 15-minutes or more as
defined in FAA Order JO
7210.55, Operational Data
Reporting Requirements.
NOTE-
New York TRACON is a
designated terminal and others
may be included at the
direction of System
Operations.
b. The
Center/TRACON is responsible
for TMI within their area of
jurisdiction (underlying
terminals) that do not cause
reportable delays.
17-6-8. PROCESSING TMI
a. The
initiating facility must
identify the need for a TMI,
explore alternatives, and
prepare a justification.
b. The
initiating facility must be
prepared to discuss the
proposal at the request of the
ATCSCC and/or the receiving
facility prior to
implementation during the
joint review process.
c. Facilities
must continuously monitor and
evaluate the TMI, and make
adjustments as necessary,
including cancellation.
d. Facilities
must conduct post event
analysis on the TMI, and
document any known negative
impacts/feedback.
17-6-9. FIELD FACILITY
RESPONSIBILITIES FOR TMIs
a. Evaluate
capacity and demand. The
assessment must include the
evaluation of all data
required to make an informed
decision. The data may include
Flow Evaluation Areas (FEA)/Flow
Constrained Areas (FCA),
traffic counts and lists from
the Enhanced Traffic
Management System, and
coordination with impacted
facilities.
b. Consider
internal options prior to
requesting inter-facility TMIs.
c. When
interfacility TMIs are
appropriate, coordinate with
the ATCSCC and provide the
following information:
1. A
detailed and specific
identification of the problem.
2. Intra-facility
actions taken/considered.
3. A
detailed explanation of the
assistance required, including
options available.
4. Identification
of potential system impacts.
d. Document
the TMI in the NTML. Severe
weather MIT coordinated
through the ATCSCC must be
entered in the NTML utilizing
the “severe weather” feature
by the facility requesting the
MIT.
REFERENCE-
For ARTCC to ARTCC and ARTCC
to N90 MIT responsibilities
and coordination, refer to
paragraph 17-7-5.
17-6-10. ATCSCC
RESPONSIBILITIES FOR TMI
a. Advise
facilities of system impacts.
The impacts will be determined
by conferencing impacted
facilities, as necessary, and
may require sharing FEAs/FCAs.
1. If
a MIT restriction is modified
while on the conference, the
ATCSCC will modify the
restriction in the NTML while
on the conference.
2. Once
the restriction is
coordinated, the restriction
or modified restriction will
be approved and sent to all
relevant facilities.
b. Issue
a decision regarding the
request. For negative
responses, document the
rationale in disapproving the
request.
c. Issue
advisories, as appropriate.
d. Monitor
TMI pertinent to the position
of operation.
e. Maintain
a database of MIT TMI for
historical and statistical
analysis.
17-6-11. TMIs WITHIN ARTCC
AREA OF JURISDICTION
Facilities
must:
a. Coordinate
TMIs with all impacted
facilities within their
jurisdiction.
b. Contact
the ATCSCC at any time
internal restrictions may
result in reportable delays;
have an adverse affect on
other national initiatives; or
result in the implementation
of additional initiatives.
c. Enter
all applicable information in
the NTML.
17-6-12. TMIs OF 10 MIT OR
LESS
TMIs must
be coordinated consistent with
the following procedures:
a. The
requesting facility notifies
the providing facility in a
timely manner.
b. The
TMI must not exceed four (4)
hours.
c. The
TMI is documented in the NTML,
including justification and
any negative impacts
associated with the TMI.
d. If
the facilities cannot reach
agreement, the restriction
request is forwarded to the
ATCSCC for resolution.
e. The
ATCSCC may suspend these
procedures at any time by
notifying the impacted
facilities.
17-6-13. EN ROUTE SEQUENCING
PROGRAM (ESP) IMPLEMENTATION
ESP assigns
a departure time that will
facilitate integration into an
en route stream. Runway
configuration and departure
procedures must be considered
for accurate projections. The
TMU must:
a. Enter
TM messages (FT, FE, etc.) to
produce strips and
automatically acquire full
data blocks on departures,
arrivals, and overflight
traffic specifying the
appropriate destination.
b. Inform
appropriate sectors and ATCTs
that ESP will be in effect
(time) for aircraft destined
to specified airports and
routes.
c. Regulate
VFR services to ensure that
delays are distributed
equally, especially if a
ground delay program is in
effect for a primary airport.
d. If
an aircraft does not depart
within the designated
departure window, the
appropriate sector and/or ATCT
must contact the TMU to obtain
a new release time.
17-6-14. TMIs OF 25 MIT OR
GREATER
a. All
FAA TMUs requesting
initiatives of 25 MIT or
greater must:
1. Create
an FEA that:
(a) Adequately
represents the constrained
area.
(b) Captures
the flights affected by the
requested initiative.
2. Share
the FEA with the ATCSCC.
3. Enter
the name of the FEA in the
remarks section of the NTML
Restrictions tab and
coordinate justification for
the restriction.
NOTE-
1. TMUs are
exempt from creating FEAs for
situations that cannot be
represented due to filtering
limitations in the FEA tool.
2. Flights
to specific runways, flights
using specific departure
procedures, flights that may
be offloaded to alternative
routing are examples of items
that cannot be represented.
b. If
an extension to a 25 MIT or
greater restriction is
necessary, the TMU must:
1. Amend
the shared FEA end time to
cover the revised time period.
2. Coordinate
the extension request with the
ATCSCC.
c. The
ATCSCC may suspend the
requirements for facilities to
develop FEAs associated with
MIT restrictions at any time.
17-6-15. CAPPING AND TUNNELING
a. ARTCCs
must:
1. Provide
a basic capping and tunneling
plan in coordination with
affected TRACON for all
airports listed in the
Operational Evolution
Partnership, as a minimum.
2. Develop,
maintain, coordinate, and
modify all capping and
tunneling plans with the TMU,
the ATCSCC, and affected
facilities within or adjacent
to their area of jurisdiction.
3. Complete
capping and tunneling plans by
March 1, 2009, and update
their plans biannually, no
later than May 1 and November
1 of each calendar year.
4. Include
in the plan:
(a) A
description of planned capping
and tunneling procedures that
may be used within the
departure ARTCC airspace.
(b) Directions
of use (for example, North
Plan, South Plan, etc.).
(c) Altitudes,
including expected start
and/or end points of capping
and tunneling actions.
(d) Routes
and distances of expected use.
(e) Information
concerning how and when the
plan affects arrivals,
departures, terminal or en
route airspace.
(f) All
facilities impacted.
b. ARTCC
TMUs must:
1. Submit
facility capping and tunneling
plans to the ATCSCC Automation
Office for inclusion in the
Operational Information System
by May 15 and November 15 of
each calendar year. This will
allow facilities and customers
to evaluate the impact of
these plans and any possible
strategic and tactical options
to them.
2. Coordinate
capping and tunneling plans
through the ATCSCC before
implementation.
3. Coordinate
issues, alternate initiatives,
and exit strategies with the
ATCSCC and affected
facilities.
NOTE-
Capping and tunneling can
provide a rapid solution to
some situations; however,
consideration needs to be
given to potential weather
constraints, such as
turbulence and icing, and the
effects of fuel and flight
time for the aircraft
included.
4. Provide
local information to aid the
ATCSCC with developing
alternative, successful
reroute options for customers
to consider, as needed.
5. Implement
tactical initiatives and
update as necessary, for
example, MIT/MINIT.
6. Coordinate
changes or cancellation of
capping and tunneling plans
with the ATCSCC and affected
facilities.
c. The
ATCSCC must:
1. Respond
to requests for the
implementation of the capping
and tunneling plan and
evaluate possible
alternatives.
2. Notify
affected facilities and
customers of capping and
tunneling implementation and
the airports, routes, and/or
airspace that will be
impacted.
3. Transmit
planned advisories before
implementation of capping and
tunneling, when applicable.
Provide details regarding
distance and altitude
information, when available.
4. Transmit
required advisories to
implement capping and
tunneling plans. This advisory
should specify airports
included, alternate routes and
options as able, expected
duration, transition points
(route or altitude), reason
for implementation, and
modifications to the plan.
5. Evaluate
and advise affected facilities
and customers of cancellation
of capping and tunneling
initiatives, as appropriate. |