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WORKING TOGETHER TO ENHANCEAIRPORT OPERATIONAL SAFETY
Presented by: Ermenando SILVAAerodrome Certification Workshop, Kiev, Ukraine
Date: 5 to 7 February 2019
Aerodrome Operational Management
After conducting 100 APEX in Safety reviews around the globe, the most common opportunity for improvement is Operational Management.
Aerodrome Operational Management
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• Where is my airport in terms of certification?
• What challenges are we facing?
• Bureaucracy?
Aerodrome Certification
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Airport Operator
• We submitted the aerodrome manual to the CAA but they have
not come back with comments
• Our concession contract does not stipulate the required
investment for runway strip, RESA and other important projects
Civil Aviation Authority:
• The airport submitted the aerodrome manual but it was
informal.
• We have many comments to aerodrome manual
• The airport have to invest and correct all non-conformities with
the runway strip, RESA and other important projects
Example
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•RESA
•Runway strip
•Minimum separation distance
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Who is accountable?
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Few years later
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Airport Operator
• We submitted the aerodrome manual to the CAA but they have
not come back with comments
• Our concession contract does not stipulate the required
investment for runway strip, RESA and other important projects
Civil Aviation Authority:
• The airport submitted the aerodrome manual but it was
informal.
• We have many comments to aerodrome manual
• The airport have to invest and correct all non-conformities with
the runway strip, RESA and other important projects
Example
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•RESA
•Runway strip
•Minimum separation distance
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Airport Operator & CAA
• Formalized the process for initiating the certification
• Phase one of the certification process completed
• Both airport and CAA are working together with the aerodrome
manual and it is expected to be completed along with phase II
of the certification process by June 30 2016
• High level negotiations in progress for the required investment
in infrastructure, including an addendum to the concession
contract.
Example
Within 3 months
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• Where is my airport in terms of certification?
• What challenges are we facing?
• Bureaucracy?
Aerodrome Certification
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Airport Operator Control Centre (AOCC) // Airport Operations Centre (AOC)
Integrated Operations Control Centre (IOCC)
• Stand allocation
• Maintenance
• Security
• CCTV
• Airlines
• Baggage handling system
• Ground handlers
• Immigration & Customs
• Emergency response
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Operational coordination and integration
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Operational coordination and integration
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•Delays; •Early arrivals; •Changes in aircraft types or changes of the aircraft rotation (inbound/outbound flight connections); •Official requirements for security, customs or public health authorities; •Cancellations; •Additional flights or diversions;
•Unavailability of resources such as stand or gate repairs, PBB unserviceability, etc.; •Aircraft returning to the ramp after aborted take-offs; •Changes of airline/handling priorities (e.g., VIP on board, special cargo, load factors, availability of towbar or suitability of towbarlesstractor, etc.); •Volunteer and mandatory safety reporting •Follow-up/tracking unresolved issues •Connectivity with other flights/short transfers; and •Emergency management
The allocation officers collect all relevant information and updates from the other stakeholders and continually fine-tune the allocation according to the following dynamic factors:
IOCC
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• To improve the daily reporting and problem solving process (events,incidents, accidents, trouble calls, etc.) as well as a need to provide anintegrated overview of airport operations, manage and monitor theperformance of common airport resources (Check-in counters, gateassignment/PLB, baggage carrousel, etc.), coordinate the deployment of Ad-hoc resources where needed and report/notify key information to the dutymanagers, without delay, for rapid and effective decision making, a 24/7Operations Control Centre (OCC) with adequate Duty Managers, must beimplemented.
• With the implementation of an OCC, all events, incidents/accidents andtrouble calls will be reported to one number/one center which willchannelize them to the appropriate department for dealing with each situation.
• The OCC will also be integrated to the Maintenance Management System(MMS) through an integration process/management software. This will allowthe OCC to collect and share data with the facilities manager for furtheranalysis and to measure the performance of our existing and critical facilities.
OCC
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An Indonesia AirAsia X Airbus A330-300, registration PK-XRA performing flight XT-401 from Denpasar (Indonesia) to Tokyo Narita (Japan), completed what appeared to be an uneventful flight with a safe landing on Narita's runway 34R and taxied to the apron.
A post flight inspection revealed damage to an engine (Trent 772) consistent with foreign object ingestion.
Japan's Ministry of Transport reported a runway inspection subsequently showed one of the touch down zone markers had crumbled with many fragments scattered on the runway. The runway was closed for about 40 minutes. An investigation has been opened to determine why the paint has peeled off the runway.
FOD Management
March 30, 2018Paint found on runway in
Narita
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• FOD control programme
• Awareness
• Training and education
• Prevention measures
• Detection
• Removal
• Evaluation
FOD Management
FOD Management
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FOD Management
Are your inspection records showing FOD on any part of the airside?
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• Ensure that there is a programme for friction test based on the number of aircraft landing
• Friction tests to be performed before and after rubber removal
• Records/documentation
• What happens when
friction values are below
the minimum?
• Is the friction tester
certificated?
Friction Test & Rubber Removal
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An SMS is a system to assure the safe operation of aircraft through effective management of safety risk.
This system is designed to continuously improve safety by identifying hazards, collecting and analyzing data and continuously assessing safety risks.
The SMS seeks to proactively contain or mitigate risks before they result in aviation accidents and incidents.
It is a system that is commensurate with the organization’s regulatory obligations and safety goals.
SMS is necessary for an aviation organization to identify hazards and manage safety risks encountered during the delivery of its products or services.
Safety Management
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• A safety policy communicated to the airport community
• Leading and lagging safety performance indicators
• Hazard Registry / Hazard Identification
• Records of risk assessments
• Records of risk mitigation
• Records of voluntary and mandatory reporting
• Records of safety promotion
Write what you do and do what you have written
Safety Management
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-Hazard Identification-Accident & Incident
notification
-Safety promotion
SMS Airport
SMS acftmaintenance
SMS Handlers
SMS
ATC
SMS Airlines
SSP CAA
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Safety Management
How to develop KPI’s:
Developing Safety KPIs can be difficult. It is essential to ensure that there is a direct relationship between the indicator and safety.
The basis for developing an indicator is to ensure that:
• It is understandable and meaningful for safety management
• It can be validated and it is possible to monitor
• The data to support the indicator is available and can be subject to quality
• control
• It is unambiguous and self-explanatory
They should be:
• Related to the safety objective they aim to indicate
• Selected or developed based on available data and reliable measurement
• Appropriately specific and quantifiable; and
• realistic, by taking into account the possibilities and constraints of the organization
Safety Key Performance Indicators (KPIs) are a tool to gather safety data and monitor and assess safety performance.
Safety Performance Indicators
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• Lagging or reactive indicators are based on occurrences and are normally the negative outcomes the organization is aiming to avoid.
• Number of occurrences of damage to aircraft on the runway due to FOD
Categories of Safety Performance Indicators
Safety Performance Indicators
• Leading or pro-active indicators may derive from requirements or best practices – measure processes and inputs being implemented to improve or maintain safety.
• Number of FOD debris found during runway inspections (with the potential to cause aircraft damage)
• Number of planned/executed runway inspections per day
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Leading Indicators
• number of planned apron inspections
• planned number of apron sweeping activities
• number of FOD walks organized by airport operator or other entity
Lagging Indicators
• Cat A: damage to stationary aircraft
• Cat B: damage to moving aircraft
• Cat C: damage from jet blast
• Cat D: equipment / equipment damage
• Cat E: equipment / facility damage
Accidents involving vehicles / equipment are shown as follows:
• number of accidents per category
• number of accidents (total, Cat. A - E)
Exercise: Develop five lagging and five leading safety performance indicators (10 minutes)
Safety Performance Indicators
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What should be reported? What can we do with the data? How SMS uses the data? Safety Performance Indicators? Leading Vs Lagging indicators?
Data collection
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0
0.5
1
1.5
2
2.5
3
January February March April May June July August September October November December
Inci
dent
s/Ac
cide
nts
Very High High Moderate
Very High Threshold High Threshold Moderate Threshold
What’s your threshold?
Canadian Airports Safety Week is an airport-led initiative that promotes healthy and safe work practices among airport employees.
Twenty-nine airports are actively taking part this year, which is being led by the Canadian Airports Council .
Canadian Airports Safety Week was first launched in 2015 by the Greater Toronto Airports Authority, with 24 participating airports.
Safety Promotion
Safety Week
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Safety Week
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• The Emergency Plan should be updated regularly
• Training of all airport staff in their role in a major emergency
• Testing of the plan
• Table top exercise: every 6-months
• Partial exercise: at least one each year that a full-scale exercise is not held
• Full-Scale exercise every 2-years or every 3-years with modular tests commencing in the first year
• Once the plan has been tested, is there a report?
• Is there an action plan to address the issues
gaps in the report?
Emergency Planning
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Mass Casualty Incident (MCI)
MCI
How is your airport transporting emergency supplies and equipment to the accident site?
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• Consider what you would do ??
• Shows the need to have a plan
• Plan for the worst case scenario
Disabled Aircraft Recovery
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Is your airport ready for this?
Disabled Aircraft Recovery
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• List of Equipment
• Is it Adequate ??
• Training
• Checking of equipment
• Consider Temp. Threshold
• Table top exercise
• Airline Kit here ?
Disabled Aircraft Recovery
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Aprons are often the most congested and busiest areas of an airport.
They are home to demanding and complex activities that are carried out
under severe space and time constraints.
Airport Operations personnel will probably spend the majority of their
time dealing with Apron issues rather than Runway/Taxiway issues,
however, apron areas are the least regulated. Globally, there are no
uniform regulations.
ACI provides guidance material and best practices for apron
management.
Overview
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• ACI Apron Safety Handbook, First Edition 2015
• Apron Markings and Signs Handbook, Third Edition 2017
• Managing Operations During Construction, First Edition 2018
• ICAO Annex 14
• ICAO Doc 9157 Part 4 (Chapter 2 for Markings and Markers, Chapter 12 for VDGS)
• ICAO Doc 9157 Part 2
• ICAO Doc 9137 Part 8
• ICAO Annex 2 for aircraft marshalling (3.4 and Appendix 1)
• ICAO Manual on Ground Handling (draft)
SARPs and Guidance Material
Some of the available SARPs and Guidance Material:
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• Constant change
Apron Layout
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• Enable personnel and equipment to move safely and efficiently around aircraftduring servicing between operations;
• Accommodate the safe, secure and orderly handling of passengers, baggageand cargo; and
• Provide sufficient lighting for night operations.
Apron Layout
WELL-DESIGNED APRON
De-icing Apron Passenger Terminal Apron
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• Aircraft Stand
• Apron Taxiway:
• Aircraft Stand Taxilane
• Apron Service Road
• GSE Staging Areas
Apron Division Areas
Apron Layout
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Apron Layout
• Self-manoeuvring methods
• Taxi-in/Pushback Configurations
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• Apron Markings Plan
• Layout
• Paint application
• Paint type
• Use of glass beads
• Removal of markings
• Water Blasting
• Shot Blasting
• Grinding
• Inspections
Apron Markings
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Apron Markings
Different airport.- Different markings
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Same airport.- different markings
Apron Markings
Is there an apron makings plan?
Is there a markings schedule?
Stand safety line and equipment parking line
Apron Markings
Vs
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No Parking Area
Air Bridge Wheel Position
Apron Markings
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Multiple marshaller and towing stop line or T-Marks
Or
Apron Markings
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Removal of markings
Apron Markings
• Direction to stand markings
Apron Markings
• Markings leading to construction site
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• Design issues
Apron Markings
• Vehicle service roads
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Aircraft tail over vehicle service road
Design issues
• Each lane of a service road should be of a minimum width able to accommodate the widest equipment in use at that location, e.g. emergency vehicles or ground-support equipment. It is important to mark roads on apron areas, to keep vehicle traffic clear of aircraft and taxiways, to minimize the risk of vehicle-to-vehicle accidents occurring.
• What is tolerable?
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• General aviation
Apron Markings / Design
• Aircraft tie downs
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• Lack of markings and signs
Apron Markings
• Too many markings
Controlled area? Pilot discretion? Ground Handler discretion?
Apron Markings
What do you think?
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• Speed Limits
Apron Markings
• Perimeter roads 50 km/h;
• Service roads 30 km/h;
• Tail-of-stand service roads behind aircraft 20 km/h;
• Stands 10 km/h;
• Reversing 5 km/h;
• Baggage sorting room 5 km/h
QUESTION: What are your airport’s airside speed limits? Do you know them?
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• Surface preparation
• Glass beads
• Marking procedures
• Layouts?
• Drawings and specifications?
• Inspections before and after?
Markings Plan
Markings Plan
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ACI Apron Markings and Signs Handbook
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• Currently GHSPs are the only major stakeholderinvolved in the aviation system that is not regulated byinternational legislation or certified by State regulatorybodies. Yet every year a significant number of incidentsand accidents related to ground handling activities arecaused on airports around the world.
• Additionally, there is currently a lack of standardisation inthe approach taken by airport operators regarding thelicensing and safety oversight of ground handlingactivities on airports
Help is on the way:
• ACI ground handling policy
• ACI airport ground handling agreement template (draft)
• ICAO Manual on ground handling (draft)
Ground Handling
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• There are significant numbers of aircraft damage and personal injury accidents, with consequent costs and delays to aircraft which may, in some cases, involve the airport’s reputation;
• Airport operators generally have oversight responsibility over the safety of activities on the apron areas
• The responsibilities and liabilities, between ground handling service providers, airport operators and airlines, are not always clearly established; and
• The performance, regularity and efficiency of ground handling operations have a direct impact on the overall performance of the airport operations and an airport’s capacity.
Ground handling activities on airports, in particular their safety and regularity, are of a particular importance to airport operators for a number of reasons, including the following points:
Ground Handling
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GHSP and SMS
Should ground handling service providers implement a Safety Management System?
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ACI World Policy on Ground Handling
Ground Handling
Safety Oversight Licensing Certification
Standards and recommendations for
ground handling service providers should be
developed and monitored by industry regulatory
bodies.
Ground handling service providers operating at an
airport should develop and maintain a safety
management system.
Airport operators should provide a license or
concession to any third party ground handler that operates on the airport.
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The airport operator’s SMS should monitor and provide safety oversight of activities and services conducted as defined in the ground handling license provided to the ground handling service provider.
Ground handling service providers should develop and maintain a Safety Management System that is commensurate to their operations on the airport and with the airport operator’s SMS.
The ground handling service provider’s SMS should contain as a minimum: A formal mechanism establishing the ground handler’s
obligations in relation with the Airport Authority’s SMS. Safety reporting and data collecting/sharing Safety risk management (risk identification and
mitigation). Safety assurance (safety performance indicators,
monitoring and improving mechanism). Mandatory SMS related training.
Ground Handling
Safety Oversight
• Airport operators should provide a license or concession to any third party ground handler that has been granted access to operate on the airport.
• This license should detail and govern the relationship between the airport operator and the ground handling service provider.
• The license should as a minimum cover:
• Safety, security and environmental oversight and responsibilities
• Liability and responsibility
• Insurance requirements
• Services provided
• Performance standards and service levels
• Cost recovery
• Penalties
• Compliance with airport regulation
• Equipment
LicensingGround Handling
A standardized list of items included in an
airport license is included in the white
paper. A standard template will be developed in
a second phase.www.aci.aero/apex
• Standards and recommendations for ground handling service providers should be developed and monitored by industry regulatory bodies.
• Ground handling service providers should be certified against these standards.
• Oversight should be conducted by national authorities to ensure compliance with the established standards and recommendations.
• As a minimum, SARPS should contain requirements for:• Availability of means necessary to ensure safe provision of ground
services at the aerodrome
• Development of standard operational procedures
• Coordination of arrangements with other stakeholders• Implementation of training programs
• Implementation of a Safety Management System
• Establishment of an operations manual
• Existing industry best practice should be used as a base for
regulatory developments
Certification
Ground Handling
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Possible adjudication criteria for the tendering process could include:
• Years of experience on a similar airport
• Financial strength
• Insurance liability cover
• Commitment to comply with safety, security and environmental rules and regulations
• Commitment to meet service standards
• Equipment resourcing plan
• Staff allocation plan
• Training plan
• References from existing clients
• Commitments from perspective clients
• Establishment of Safety Management System (SMS)
• Business development plan
• ISAGO or other certification
• Incident / accident record
Tendering Process
Ground Handling
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Challenges
Ground Handling
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Challenges
• Multiple stakeholders are involved in the development of regulatory material for ground handling activities, often with different stakes in the business.
• A common harmonized approach is necessary to ensure the safety and efficiency of operations
Regu
lato
ry
• Ground handling is a complex activity with multiple actors involved.• The “triangular” relationship between airlines, GHSPs and airports
tends to lead to “silos” that create barriers to safety improvements. • The pressures put on GHSPs can have a negative impact on safety
and operational performance resulting in incidents or lost airport capacity.O
pera
tion
al
• Provide assurance of driver competence
• Reduce risks associated with vehicle driving on the apron airside) to an acceptable level as part of the airport’s SMS
• Minimize damage or injury to persons, aircraft and equipment in the apron area
Why do we need a vehicle/driving permit system?
Vehicle Driving Permit System
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Airport operators have the overall responsibility:
– Management of the operation of ground vehicles (airside)
– Acceptable condition of all vehicles
– Vehicle licensing system
– All aspects of vehicle and driving standards
Airside vehicle operations permit
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• Exercise better control of the number of vehicles and/or mobile equipment units operating airside;
• Monitor compliance with safety requirements;
• Keep maintenance records up to date; and
• Compile computerized records for any vehicle and/or mobile equipment involved in an accident.
• All permits should be given for a giver period of time
• Permits should be colour-coded to access to a specific area (e.g., cargo apron, general aviation, manoeuvring area, etc.)
Granting of a permit should require:
• Suitable livery marking and company logo;
• Presence of an obstruction light (as required);
• Provision of the vehicle height within the cab and the external height visible to the driver;
• Proof of the vehicle’s serviceability and maintenance, in accordance with local or state regulations; and
• Provision of third-party insurance cover to the required level established by the airport operator.
What about non-motorized equipment?
Granting a permit
Airside vehicle permit
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• Training:
• Theoretical training
• Practical training
• Passing a driving test
• Emergency Procedures
• Vehicle accident
• Vehicle breakdown
• Fire
• Personal injury
• Categories
• Aprons
• Manoeuvring area
• Airport regulations and requirements
• Oversight
It is the responsibility of the airport operator to have a formal training, assessment and licensing programme in place for all drivers operating airside.
The aerodrome operator is also responsible for the dissemination of airside driving regulations and procedures to all users.
The programme
Airside driving permit (ADP)
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National Legislation and Regulation
Airside driving permit (ADP)
• Government and state regulations related to general vehicle driving licenses should be a pre requisite before an AVP is issued.
• Training should adhere to state, regional and local government requirements, as well as any additional requirements and guidance for airside driving established by the national aviation safety authority or civil aviation authority
Airport Regulations and Requirements
• Specific regulations and requirements, and local instructions for airside driving, such as rules of air traffic services—particularly right of way—as they relate to vehicles
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The primary role of a runway safety team is to advise relevant operators andservice provider's management and operational staff on prevailing localconditions on the runway, taxiways and adjacent areas, other issues of concernand develop mitigating measures and solutions to identified issues
Runway Safety Team
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How often should they meet?
Airport Passengers Frequency
LHR 78 Million PAX Every 3 months
BLR 26 Million PAX Every 4 months
GDL 14 Million PAX Every 2 months
BRU 24 Million PAX Every 2 months
Frequency of meetings
RST Meetings
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• Construction / major works in the maneuvering area
• An increase in the number of incidents on the runway
• When a level A or B runway excursion or a runway incursion occurs (see ICAO Doc.9870).
• Other
Which events indicate that an additional meeting of the RST should be called?
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• Aerodrome Operator (RST leader)
• Director of Operations of the airport
• Fire Chief
• Maintenance Director/Manager
• SMS Manager
• Air Traffic Services representative
• Representatives of flight crew familiar with the aerodrome
• Commercial airlines pilots (local and international)
• General aviation pilots / technical experts
Others:
• CAA
• Subject matter experts (meteorologists, ornithologists, accident investigation authority, etc.) (upon invitation);
• Military operator (if applicable, based on joint use of the airport or other military roles)
RST Representatives should include, at least:
Pilot’s participation is of great importance for the RST
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Maintain:
• Hazard registry
• Safety events
• Suggested corrective actions
To facilitate the search of data and measure the efficiency of the RST, a record that includes all the reports and actions indicated above must be kept.
A library with details of what has been implemented should also be maintained
RST Data
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Day and night airside visits
Activities
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RST
Example of topics that should be included in the RST
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RST
Example of topics that should be included in the RST
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RST
Example of topics that should be included in the RST
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Airside driving simulator at BRU
Airside driving
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Wildlife basics
Preservation of life (Passenger, Flight Crew & Ground Staff)
Loss of Reputation (example: US Airways 1549 Hudson River crash landing)
Avoid legal proceedings
Question – Why do airports need wildlife Control?
Aerodromes can make the error of misunderstanding the threat of wildlife strikes, in particular
where they predominantly have only small birds on site.
Birds are not the only problems! Other wildlife may also encroach a runway and prove hazardous!
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PPT 2.86
Wildlife basics
Documentation and Regulatory RequirementsICAO Annex 14 Chapter 9.4.1 on Wildlife strike hazard reduction:
The wildlife strike hazard on, or in the vicinity of, an aerodrome shall be assessed through:
a. The establishment of a national procedure for recording and reporting wildlife strikes to aircraft;
b. The collection of information from aircraft operators, aerodrome personnel and other sources on the presence of wildlife on or around the aerodrome constituting a potential hazard to aircraft operations; and
c. An ongoing evaluation of the wildlife hazard by competent personnel
ICAO Doc 9332
ICAO Bird strike Information System (IBIS)Contains information and recommendations
for Aerodrome Operators regarding Bird strike reporting, specifically Data Entry
and Retrieval and Database Layout
Airport Services Manual - Part 3Bird Control and Reduction
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Wildlife basics
Documentation and Regulatory Requirements
ACI Wildlife Management Handbook
ACI Policy Handbook 5.19.1 on Wildlife management at airports:
Aerodrome operators must remain permanently vigilant to assess the risk in real time and take the necessary measures immediately. It is crucial either to implement a bird hazard prevention and wildlife management unit, or specially trained and equipped staff to manage wildlife on the aerodrome.
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State civil aviation authority
Airport operator
State/airport bird/wildlife
strike committee
Person responsible for airport bird/wildlife strike
control Managment
Wildlife Supervisor/Officer
/Bird Patrol
Pro-active management
Overview of roles & responsibilities for wildlife control
Responsibility within the State
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The typical organizational structure that can be used for a Wildlife Hazard Management Plan (WHMP).
Roles, titles and tasks will vary due to AIRPORT SIZE & resources but the role must always be managed
Senior manager with overall
responsibility
Airport
Wildlife Committee
Wildlife Control
Coordinator
Supervisor
Wildlife Control Officers
Ensure that the role has a practical application at the Aerodrome
Aerodrome Wildlife Organizational Structure
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Wildlife Hazard Management Plan
• Roles and tasks in the wildlife hazard management programme
• Collecting, reporting and recording data on wildlife strikes and observed wildlife
• Wildlife safety risk assessment
• Habitat and land use management
• Expelling and deterring wildlife
• Coordination with stakeholders
• Personnel training
Wildlife Hazard Management Plan
Wildlife
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• What is the level of protection provided? Is it only Monday to Friday? Is there an organizational chart?
• All roles and responsibilities should be described in the WHMP
• Daily patrols
• the ideal number of wildlife patrols to perform daily;
• the locations (i.e. runways, taxiways, aprons, etc.) that should be patrolled and the frequency of patrols according to risk, and;
• the top priority species for the airport, and to attend to other duties unrelated to wildlife only when wildlife risk is low
• Are Wildlife strikes reported to the CAA? Is the a standardize format provided by the CAA?
• Are leading and lagging KPI’s in place?
Roles and tasks in the wildlife hazard management programme & Collecting, reporting and recording data on wildlife strikes and observed wildlife
Wildlife
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• A detailed hazard description, identifying wildlife species and associated habitats that influence the size and behavior of wildlife populations in the area
• An assessment of the probability of a wildlife strike with each particular species, taking into consideration the current mitigation procedures in place and seasonal factors
• Consideration of the species involved, including size and numbers (e.g. solitary or in flocks) and an assessment of the likely (aircraft damage) severity of the outcome of a wildlife strike
• An assessment of the frequency of serious multiple wildlife strikes; • The determination of the acceptability of the level of risk by summing the probability
and severity, based on a probability/severity matrix, such as that illustrated in Figure 1 (where the colors red, yellow and green depict unacceptable, marginal and acceptable risks)
• The identification of management options for marginal and unacceptable risks• The development, implementation and monitoring of an action plan to eliminate,
reduce or mitigate unacceptable risks.
Wildlife risk assessment
Wildlife
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• Is there an action plan to implement the recommendations in the wildlife assessment report?
• Does the plan indicates the periodicity of wildlife assessments?
• Does the WHMP includes the data from the wildlife assessment?
Wildlife Assessment
Wildlife
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Habitat and land use management
Wildlife
• Is there an action plan to implement the recommendations in the wildlife assessment report?
• Does the plan indicates the periodicity of wildlife assessments?
• Does the WHMP includes the data from the wildlife assessment?
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Development of a risk matrix to quantify the risk by species (or species guilds)
Wildlife
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• Is there a rotation of the mitigating measures?
• Mitigating measures should include a list of techniques/or combination of techniques to be used when each specie is observed
• Monitor and document the reaction of each specie to the applied technique. This DATA will help all Wildlife Hazard Controllers to use the best/more efficient combination of tools to deter each specie effectively.
Expelling and deterring wildlife
Wildlife
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