Slot Allocation - Slot Monitoring
The Scheduling & Slot Performance Committee (SSPC) has, as subcommittee of the Coordination Committee Netherlands, developed the following procedure, which has been implemented after approval of the Coordination Committee Netherlands on 11 April 2007.
EC Regulation 95/93, as amended, stipulates that the coordinator shall monitor the conformity of air carriers' operations with the slots allocated to them. These conformity checks shall be carried out in cooperation with the managing body of the airport and with the air traffic control authorities and shall take into account the time and other relevant parameters relating to the airport concerned.
Slot monitoring at coordinated airports is a continuous process designed to ensure that most effective use is made of scarce capacity, an adequate level of service quality is maintained and intentional schedule abuse is separated from the normal variations in operational performance.
The main objective of slot monitoring should be to identify possible problems regarding the use of slots and seek solutions before they occur whenever possible, or as soon as possible after the date of operation.
Slot monitoring should be done in a timely manner in order to give airlines the opportunity to correct behaviour during the current season by establishing a dialogue with affected air carriers as soon as possible when potential issues are identified.
All procedures related to slot monitoring must be based on the principles of neutrality, transparency and non-discrimination.
- to comply with EC Regulation 95/93, as amended, as well as the EUACA 'Recommended Practice on slot monitoring and the determination of 'historics' and the IATA Worldwide Scheduling Guidelines provided these guidelines comply with Community law;
- to ensure airlines adhere to their allocated slot times within normal operating tolerances;
- to prevent slot abuse arising;
- to identify any instances of repeated, intentional slot abuse, significantly different from the allocated slot timings that cause prejudice to airport operations, and if necessary
- to bring about corrective action.
NB. slots will no longer be approved after the flight has been operated. More information can be found here.
Slot monitoring is performed by the coordinator in cooperation with the airport authorities, comparing the most recent slot information with the actually operated block times of an airline in order to determine whether off slot operations have occurred. Furthermore it is established whether the deviations have happened repeatedly and intentionally, whether the actual times were significantly different from the allocated slot times and whether the deviations have caused prejudice to the airport operations. Coordinator and airport authorities cooperate in the Working Group Slotperformance.
Slot monitoring should take into account the existence and implementation of lease contracts, joint operations, etc. as well as last minute changes. Special attention will be focused on airlines that have operated without obtaining a slot.
Amsterdam Airport Schiphol
One of the main issues of monitoring slot performance at Amsterdam Airport Schiphol is caused by the legally set special noise regime during the night and early morning period (23.00 – 06.59 LT). Because of this strict regime it is not allowed to operate in this period without an allocated night or early morning slot as indicated in the capacity declaration and are counted against runway times due to legal rules. Operating in the night or early morning period without a proper slot causes as such prejudice to airport operations and will be considered a violation.
The touch down and airborne times that Airport Coordination Netherlands is using for the night slot monitoring are distracted from the CISS (Central Information System Schiphol) and are delivered by LVNL (ATC the Netherlands).
The following document describes the applicable slot monitoring procedure for unplanned night movements at AMS:
• Amsterdam Airport Schiphol Night Slot Monitoring procedure (English version)
If airlines have operated during the night and/or early morning period without a proper slot repeatedly and intentionally, fail to re-coordinate their slots and continue their abusive operations, the matter will be handled in accordance with the following steps, according to the rules of the Inspectorate of Infrastructure and the Environment:
• Night slot enforcement Schiphol Airport (English version)
• Night slot enforcement Schiphol Airport (Dutch version)
• Additional information (English version)
The SSPC will be informed throughout the process.
Unplanned night movements - force majeure
Operations during the night and/or early morning without a proper night slot will be considered as a formal violation of the night regime, unless the airline can proof that the unplanned night movement was due to unforeseeable and unavoidable causes outside the carrier's control.
Up to the discretion of the coordinator a violation of the night regime will not be considered to be a formal violation if the unplanned movement is justified for any of the following reasons of force majeure:
- technical failures and aircraft defects that occurred on the day of the unplanned night movement;
- commercial delays will not be accepted (such as but not limited to offloading baggage, loading wheelchairs, etc.)
- return to airport because of in-flight failure or flight directly related to return to ramp of airport;
- e.g. bird strike;
- flight replacing the returned flight must have the same flight number;
- ferry flight to AMS, in case of an AOG at AMS, in order to carry out passengers that were on the defect aircraft (pax reprotection);
- local ATC directives;
- unforeseen ATC delays local and/or en-route;
- severe weather conditions on inbound AMS or outbound AMS flight;
- political instructions
- e.g. major events with possible effects on safety;
- diversions due urgent matters and directly related departures ex AMS.
During daytime (between 07.00 and 23.00 hrs. LT) the performance of operators at Amsterdam Airport Schiphol will be closely monitored and airlines will be informed regularly whether their flights have been operated within a time bracket of 30 minutes before and after the allocated slot time. In case their operations have been off slot for more than 30%, airlines will be urgently requested to correct the situation. If operators persist in strongly abusive conduct, further measures in accordance with Article 14 of the Slot Allocation Regulation (see above) can be taken.
As per the start of IATA Summer Season 2015 Airport Coordination Netherlands monitors the air carrier’s operations:
- Comparison of the coordinated time (slot time) vs. the scheduled (published) time, based on Article 14, par. 4, of EU Council Regulation 95/93;
- Compliance with IATA World Slot Guidelines par. 9.17.3 -5 (in conjunction with Art. 8 par 5 EU Council Regulation 95/93)
Airport Coordination will apply the following procedure:
The airline will receive a monthly discrepancy report when flights have been scheduled off-slot (coordinated time vs STT);
The airline has to adjust its scheduled time or request a new slot as soon as possible but at least within one week after the discrepancy report was sent;
When the airline does not adhere to the coordinated slot time, the airline is invited to give an explanation;
In order for airlines to make the necessary preparations, S15 will be considered a transitional period with no consequences/sanctions attached;
Ultimately the coordinator may decide to withdraw from that airline the series of slots in question for the remainder of the season.
In order to avoid any unjustified sanctions or loss of historic precedence and to not unnecessarily block scarce capacity, Airport Coordination will apply the following procedure:
The airline will receive a two weekly discrepancy report in case of NOOPS (flights not operated without having cancelled the airport slot) or NORECS (flights operated without having a cleared airport slot);
The airline is requested to submit clarifications only for those flights where you consider the mentioned discrepancies to be for reasons of force majeure within 3 weeks.
Please note that it is the airline's responsibility to provide the correct data to the airport information system CISS. During W15 airlines have the opportunity to organize and optimize their processes regarding data provision to CISS.
Effective the start of S16 Airport Coordination Netherlands will fully apply the EU Council Regulation and the IATA WSG regarding slot performance monitoring. Discrepancies between the slot time and the scheduled (published) time may ultimately lead to the withdrawal of this series of slots and loss of the historic status.
As described in enclosed letter Airport Coordination Netherlands will formally monitor the conformity of air carriers' scheduled operations with the slots allocated to them per 5 minutes as per IATA Summer season 2015. Airlines will receive a message from Airport Coordination Netherlands signaling any discrepancy between the scheduled time and the coordinated time. Structural discrepancies shall have consequences as described in EU Council Regulation 95/93 as amended, article 14, par. 4.
Rotterdam The Hague Airport
As per IATA Winter season 2014 Airport Coordination Netherlands will start monitoring unplanned night movements at Rotterdam The Hague Airport. Also Airport Coordination Netherlands will start monitoring the conformity of air carriers' operations with the slots allocated to them per 5 minutes. Airlines with unplanned night movements will receive a message from Airport Coordination Netherlands signaling the discrepancy between the scheduled time and the coordinated time. Structural discrepancies shall have consequences as described in EU Council Regulation 95/93, article 14, par. 4.
- Capacity declaration EIN W16
- Capacity declaration AMS W16
- Capacity declaration RTM W16
- Capacity declaration AMS S17
- Capacity declaration RTM S16
- Capacity declaration AMS S16
- Capacity declaration EIN S16
- CCN 2015 report & presentations
- Capacity declaration RTM W15 - version 2
- Capacity declaration EIN W15 - version 1
- Capacity declaration AMS W15