為因應未來運量需求，政府研議擴建桃園機場第三航廈與第三跑道。然而機場擴建牽涉許多因素，擴建速度未必能趕上需求成長，因此如何以更好的介面整合，提高機場作業效率並最佳化使用現有資源，或許是短期不錯的因應選項。其中國外機場實行協同決策(Collaborative Decision Making, CDM)之經驗顯示可提升參與者情境察覺能力，協助有效決策，確實能提升機場各容量、設備之使用，有效降低航班延誤，且其投資成本低，因而本研究擬探討CDM在桃園機場實行之可行性，並結合我國運作環境及作業限制，初擬CDM運作程序。
　　本研究參考歐美CDM作業手冊，輔以業界訪談及實務見習，初步了解桃園機場航務、航管單位及航空公司運作現況與作業限制。並以專家問卷調查相關參與單位實行CDM之意願、運作CDM可提供資訊項目與資訊使用權限，徵詢相關建議，期能更貼近我國運作環境與限制。
　　研究結果顯示相關單位對於CDM實施多持正面看法，尤以航空公司更是期盼，且皆願意配合提供CDM所需交換資訊。不過部分CDM交換資訊將涉及參與者作業程序改變或使用手持式裝備以利於機坪輸入即時資訊。本研究參考國外CDM運作方式，綜整訪談及見習所得資訊並考量我國運作環境，提出CDM運作建議程序。此程序與歐洲運作方式主要相異處為請航空公司提供航班預計經過台北飛航情報區邊境點時間里程碑，以便航管單位有較充裕時間進行進場航班排序。另CDM之實施需注意訂好資訊交換規格；資訊的交換應透明且公平、公正、公開； CDM資訊交換系統應訂定使用者使用資訊權限，避免商業機密資訊外洩；簽署MOU保障各方權利義務、及責任限制。

It’s urgent to solve the air-side congestion problems at Taoyuan International Airport. Better interface integration may be a good short-term alternative. In other countries, experiences show that Collaborative Decision Making enhances all partners’ situation awareness to help them make better decisions. This study investigates the feasibility of implementing CDM at Taoyuan International Airport and proposes a process taking into account of the operating environment and restrictions in Taiwan.

This study conducts interviews and on-site observation/information collection to better know air-side operations from the aspects of airport operator, airlines, and air traffic service provider. An expert questionnaire survey is employed to identify whether the targeted partners support CDM implementation, the information provided by each partner, the information sharing privileges and suggestions. The results show that all targeted partners are positive for CDM implementation, especially airlines. They are all willing to provide information. But it is noted that to provide certain information may involve changing the operation procedures and/or using handheld devices on apron.
This study proposes a CDM Turn-Round Process accommodating operation characteristics in Taiwan. Compared with Europe’s, the major difference is requesting airlines to provide estimated entry time of Taipei FIR to allow air traffic service provider having enough lead time for better arrival sequencing.

Some remarks for implementing CDM include data quality requirements in terms of format, accuracy, availability and timeliness, a fair information sharing mechanism, a sound information access privilege system, and signed MoU by all participating partners. The MoU shall cover the format, accuracy, availability, timeliness, and ownership of data and the responsibilities for data exchange.

中文部分
1. 中國民航局空管局空管部，協同決策專題網站，
http://www1.atmb.net.cn/CD_web/index.aspx ，擷取日期：2014年，11月17日。
2. 交通部民用航空局，「民用機場設計暨運作規範」，民國100年。
3. 交通部民用航空局，「民航統計年報」，民國102年。
4. 交通部民用航空局，「臺北飛航情報區飛航指南(AIP)」，民國103年。
5. 交通部民用航空局，飛航服務總臺網站，
http://www.anws.gov.tw/content_edit.php?menu=1765&typeid=1934&typeid2，擷取日期：2014年11月7日。
6. 臺灣桃園國際機場，「102年度年報」，民國102年。

英文部分
7. EUROCONTROL. (2012), “Airport CDM Implementation Manual”.
8. EUROCONTROL. (2006), “Airport CDM Operational Concept”.
9. EUROCONTROL. (2008), “Airport CDM Cost Benefit Analysis”.
10. FAA. (2012), “U.S. Airport Surface Collaborative Decision Making Concept of
Operations in the Near-Term”.
11. ICAO (2012), “Manual on Collaborative Air Traffic Flow Management”