Implementation of ‘T’ slot allocation at Taipei (TPE) Airport
The TPE airport is planning to close one runway for reconstruction work, and runway capacity would be reduced. In the view that the reduced capacity would not be able to accommodate all historical slots in the peak time segments, and would therefore lead to long delays, hence, as a pre-control measure to minimize the impact, effective from Summer Season 2006, airlines filing slot clearance requests (SCR) for slots in the peak time segments may be allocated with ‘T’ code. (From minutes of 1st CAA International Airport Slot Supervisory Committee Meeting 12th January, 2006)
Condition of ‘T’ Allocation
According to SSIM, T is ‘allocated subject to condition’. In the case of TPE airport, the coordinator allocates T under the condition that ‘the reconstruction work has not yet begun, thus the capacity is not yet reduced’.
As long as the capacity remains normal, T slots are deemed to be the same as ‘K’, i.e. entitled to historical precedence in the next equivalent season, UNTIL one runway is closed. Coordinators allocating T slots shall provide such explanation in their SCR SI lines.
T allocation is effective from the Summer Season 2006 until one runway is closed for reconstruction work.
The exact runway closing date is not yet confirmed; however, it is estimated to be in 2010.
New filings (N) and/or change of historical slots (C/R) that fall in the peak time segments may be allocated T.
T allocation is based on the ‘runway capacity’ parameter for the period leading up to the closure of one runway. Coordinators issuing NAC shall make known to airlines that coordination is based on reduced capacity. In the mean time, should the ‘apron capacity’ become an issue, T shall be allocated accordingly.
The principles of allocating K, T or U/O based on reduced capacity are as follows:
Slot filings < 30 (reduced capacity) : K
30 £ slot filings < 50 (normal capacity) : T
Slot filings ³ 50 : U/O
When allocating T to C/R filings, the coordinator shall give airlines 3 working days to consider if they wish to revert to historical slots. The coordinator shall keep their historical slots for the duration.
Airlines filing SCR and wish to have K slots only, are asked to state so in the SI lines. When the coordinator could not allocate K slots, U/O shall be given instead of T.
Runway Closing Period: Reduced Capacity
During this period, coordinators no longer allocate T.
When airlines could no longer use T slots, they would need to file new slots, which would be allocated in accordance to WSG. Should difficulty arise from allocating slots on priority basis, a meeting shall be called for all parties involved to reach some agreements. (At this stage, airlines already holding K slots in the peak time segments may experience delays, and if need be, may need to adjust their slots)
During the closing period, T from the previous equivalent season shall not have historical precedence. Coordinators would only list those with K as historical slots in their SHL.
Runway Reopens : Normal Capacity
Airlines that held T slots before the closing period would have priority K allocation when the runway reopens. However, slots that replaced T during the closing period would also have historical precedence. Hence, to avoid a flight having two slots, at the end of the reconstruction work, and by following the IATA Calendar of Schedule Coordination Activities, coordinators would list the ‘T’ and ‘K’ slots of those flights in the SHL, and airlines could choose one out of the two slots and file SCR accordingly.
According to WSG, historical slots are eligible slots from the previous equivalent season. In view of this, K slots that were replaced by T before the closing period are no longer valid. Airlines wishing to operate those slots would need to file C/R or N. When the runway reopens, the restored capacity (50/hr) shall be able to accommodate most of the airlines requests.