European Air Traffic Management Performance Enhancement Activities. Main Document 2006 Edition

Transcription

1 European Air Traffic Management Performance Enhancement Activities Main Document 2006 Edition

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3 TABLE OF CONTENTS EXECUTIVE SUMMARY 1 INTRODUCTION 1.1 Context 1.2 Document objective 1.3 Document scope 1.4 Intended audience and use 2 ENHANCING EUROPEAN ATM PERFORMANCE - OVERVIEW 2.1 What is European ATM performance enhancement? 2.2 European ATM performance enhancement planning 2.3 Roles and responsibilities 2.4 Single European Sky and SESAR 2.5 ATM performance activities benefits 2.6 Activities Structure 2.7 Consultation with stakeholders 2.8 Overall EUROCONTROL Agency costs for European ATM performance enhancement activities 3 COOPERATIVE NETWORK DESIGN 3.1 Introduction 3.2 Strategic Planning and Monitoring Introduction Strategy and performance function Overall concept & architecture function Research co-ordination and validation function European convergence and implementation plan function Local convergence and implementation plan service Pan European Repository of Information Supporting the Management of EATM (PRISME) service Statistics and forecast (STATFOR) service Enhanced central office for delay analysis (CODA) service SESAR Coordination 3.3 Research (EEC) Introduction Overview of the Research Work Programme 3.4 Safety, Security, Sustainability and Human Factors Introduction Safety management domain European Safety Programme for ATM (ESP) Human factors domain and SENSE programme initiative Security domain page 3

4 TABLE OF CONTENTS Environment domain First European ATCO Selection Test (FEAST) service 3.5 Network efficiency improvements Introduction Aeronautical information management domain Controlled & Harmonised Aeronautical Information Network (CHAIN) programme Airspace organisation & management -airspace management domain Airspace organisation & management -route network development domain Airspace organisation & management -airspace modelling domain khz Expansion programme Dynamic management of the European airspace network (DMEAN) programme Cartography service Capacity Enhancement function EAD Support to Client 3.6 Sector Productivity Introduction Air Traffic Control domain Data processing domain MODE-S and ACAS programme Co-operative ATS through surveillance and communication applications deployed in ECAC (CASCADE) programme Link programme First ATC Support Tools Implementation programme 3.7 Airport Operations Introduction Airport operations domain Airport operations programme 3.8 Communications, Navigation and Surveillance Enablers Introduction Communications domain Surveillance domain Navigation domain Spectrum management domain Frequency management service Surveillance services Surveillance Product Centre 3.9 Support to Stakeholders activities Introduction EATM implementation support (EIS) service Assistance to SES & SESAR implementation to stakeholders service Excellence management page 4

5 TABLE OF CONTENTS 3.10 SBU Management activities Overview CO-ORDINATED MANAGEMENT OF SPECIFIC PAN-EUROPEAN FUNCTIONS 4.1 Overview 4.2 Flow and Capacity Management 5 PROVISION OF REGIONAL ATC SERVICES 5.1 Overview 6 SUPPORT TO REGULATION 6.1 Overview 7 SUPPORT FUNCTIONS 7.1 Overview 7.2 Regulatory activities Regulatory activities Eurocontrol Safety Regulation Activities 7.3 Performance review activities 7.4 Civil Military Cooperation ANNEX A- PARTICIPATING STATES 170 ANNEX B- ROADMAP OF OPERATIONAL IMPROVEMENTS 171 ANNEX C- EUROCONTROL WORKING ARRANGEMENTS 175 ANNEX D- EUROCONTROL AGENCY ESTIMATED COST FOR EUROPEAN ATM PERFORMANCE ENHANCEMENT ACTIVITIES 176 ANNEX E- GLOSSARY 180 ANNEX F- REFERENCE DOCUMENTS 188 page 5

6 EXECUTIVE SUMMARY The European ATM performance enhancement activities are managed by the EUROCONTROL Agency on behalf of the EUROCONTROL and other participating States. The aim of these activities is to enhance the performance of ATM system in Europe by the application of a series of incremental ATM operational improvements over time, drawn from the EURO- CONTROL ATM Strategy 1 and objectives set by the EUROCONTROL Provisional Council (PC). The European ATM performance enhancement activities are based on a top-down and performance-led approach that sets quantifiable and measurable performance targets in the key ATM performance areas. The Provisional Council has defined the following performance objectives 2 : to further improve ATM safety whilst accommodating air traffic growth; to match capacity and air transport growth, towards the economic optimum in delays capacity; to increase the efficiency of the ATM network; to strengthen ATM s contribution to aviation security; to strengthen ATM s contribution to environmental objectives. Other PC objectives addressed by EATM that enable performance gains are: to achieve a Single Pan-European Sky; to carry out Research and Development in ATM at the European level; to develop and implement requisite ATM regulations in full coordination with the European Community; to promote Regional Cooperation in ATM; to further enhance civil-military cooperation; to ensure aviation interests in GNSS developments in the European Commission, European Space Agency and Galileo Joint Undertaking. The operational improvements needed to realise the performance gains in the key performance areas are translated into implementation objectives in the European Convergence and Implementation Plan (ECIP), together with the associated stakeholder actions needed for their successful completion. These actions are then flowed down to national planning through Local CIP documents for each of the participating States. EUROPEAN ATM PERFORMANCE ENHANCEMENT ACTIVITIES STRUCTURE The European ATM Performance enhancement activities represent the means to implement the EUROCONTROL ATM strategy, to achieve the agreed Provisional Council objectives and to contribute to the realisation of the future European ATM operational concept. These activities enable to solve the European ATM problems by integrating and improving the ATM-related resources and activities of all stakeholders in a performance-driven management process. The European ATM Performance activities have been structured to reflect the four strategic processes: Cooperative network design: the strategic planning, research and development, coordinated programme implementation and advanced training over the mediumterm for gate-to-gate system performance improvement. Coordinated management of specific pan-european functions: based on the principle of centralised functions to exploit economies of scale and complement national functions. Provision of regional ATC services: as requested by Member States. Support to regulation: exploiting pan-european operational and technical expertise and developing requirements to support regulatory activities. The Agency s support functions are also presented to reflect their administrative, performance, regulatory or civil-military contributions to EATM work programme. This approach aims at exploiting synergies across the organisation, capitalising on pan-european expertise and capabilities, prioritising short-and medium-term safety and capacity deliverables and preparing for rapid implementation of the Single European Sky. SINGLE EUROPEAN SKY AND ITS IMPLEMENTATION PROGRAMME In complement to the legislative framework and in response to industry initiatives, the European Commission has taken an initiative to support the operational and technical achievement of the Single European Sky. Single European Sky objectives aim to reform the European air page 6 EXECUTIVE SUMMARY

7 3.1 INTRODUCTION traffic control to meet future capacity and safety needs via legislation. Single European Sky ATM Research programme (SESAR) is the direct result of converging analyses and initiatives from European aviation Industry, European Commission and EUROCONTROL with the purpose of mobilising energies and collaboration among stakeholders towards the objectives of the Single European Sky. SESAR consists of three phases- Definition phase which is already running and will finish early 2008, the Development phase ( ) and the Deployment Phase ( ). The Definition Phase will deliver the European ATM Master Plan and define the work programme for the development up to 2013.The development of the ATM Master Plan is considered as a central/cross road activity within the SESAR Definition Phase. The European ATM Master Plan will become the maintained reference plan for the evolution of ATM in Europe addressing all necessary complementary perspectives and Stakeholders to ensure a consistent, cost-effective, feasible, performance driven and shared evolution. PERFORMANCE REVIEW ACTIVITIES The Performance Review Commission (PRC) was established in 1998 by the Commission of EUROCONTROL, in accordance with the ECAC Institutional Strategy (1997). This strategy provided that an independent Performance Review System covering all aspects of ATM in the ECAC area will be established to put greater emphasis on performance and improved cost-effectiveness, in response to objectives set at a political level. PRC with the support of Performance Review Unit (PRU) reviews the performance of the European ATM System under various Key Performance Areas. It proposes performance targets, assesses to what extent they are met and seeks to ensure that they are achieved. The PRC also analyses the cost-effectiveness and productivity of Air Navigation Service Providers. EUROPEAN REGULATORY ACTIVITIES The operational changes are supported by regulatory activities where necessary. Whilst regulatory activities are not part of the European ATM performance enhancement activities as such, there is a close synergy between the regulatory actions and operational changes. Work in the field of ATM regulation across the ECAC area, with the exemption of safety regulation, is progressed by a Regulatory Committee (RC) supported by a Regulatory Unit (RU). Since 2002 the Regulatory Committee submits, each year, the EUROCONTROL Regulatory Work Programme (RWP) to the Permanent Commission for approval. The RWP aims at supporting the implementation of the ATM Strategy and of the Single European Sky. In the field of safety regulation the Safety Regulation Commission (SRC), with the support of a Safety Regulatory Unit (SRU), is responsible for the development and harmonisation of an ECAC-wide ATM safety regulatory regime through the co-ordination and harmonisation of States safety regulatory approaches and requirements. CIVIL-MILITARY CO-OPERATION EUROCONTROL is civil-military, inter-governmental organisation. To enhance civilmilitary co-operation in EUROCONTROL, a Civil-Military Interface Standing Committee (CMIC) has been set up to facilitate the decision making process on civil/military matters, and reports directly to the Provisional Council. It is supported by the EUROCONTROL Military Unit. 1 The EUROCONTROL ATM Strategy was adopted by the ECAC transport ministers in January 2000 and updated in PC Paper PC/05/24/25. EXECUTIVE SUMMARY page 7

8 INTRODUCTION Context 1.2 Document objective The EUROCONTROL Air Traffic Management Strategy for the years (ATM Strategy) 3 sets out the strategic principles and objectives for enhancing ATM services in the European Civil Aviation Conference (ECAC) States up to This includes a high-level roadmap of change based on the progressive introduction of operational improvements in the ATM core processes 4 and supporting technical infrastructure. These operational improvements are translated into specific implementation objectives and stakeholder 5 actions in the European Convergence and Implementation Plan (ECIP), which sets out the agreed common implementation actions for the ECAC States for the next 5-7 years ahead. The European ATM performance enhancement activities are the means for realising the goals of the EUROCONTROL ATM Strategy within the framework of the EUROCONTROL Revised Convention and for achieving the Provisional Council short and medium objectives. It addresses all aspects of ATM operations within a gate-to-gate 6 perspective. The objective of this document is to describe briefly the activities undertaken by the EUROCONTROL Agency and its stakeholders within the framework of the European ATM performance enhancement work and under the Agency s central management, to achieve agreed strategic objectives. The document provides a snapshot of the activities at January 2006, and will be updated and re-issued annually to reflect the progress made towards achieving those objectives. Extensive referencing is made to the EUROCONTROL web site ( which could be consulted for up-to-date and more detailed information on activities. 1.3 Document scope This document describes the European ATM performance activities focuses mainly on the Agency s ATM operational and technical work emphasising on the next five years planned achievements and structured along the four strategic processes: Cooperative network design; Coordinated management of specific pan-european functions; Provision of regional ATC services; Support to regulation. The main stream of activities aims to present the development and delivery of a cooperative ATM network design and support to regulation. Its activities encompass all ATM processes and supporting information and infrastructure from concept to implementation planning and monitoring. A high level description of co-ordinated management of specific pan-european functions (e.g. ATFM), provision of regional ATC services and Agency s support functions is provided to emphasize their contribution or to reflect the interface and functional interdependencies with the EATM work programme. However, it should be noted that the current document does not cover the following areas: National actions being progressed by individual States to meet the ECIP implementation objectives, or other national projects to enhance local ATM performance are also outside the coverage of this deliverable; page 8 1. INTRODUCTION

9 3.1 INTRODUCTION Operational services or the collection of charges for the ATM services provided by the Air Navigation Service providers. 3 The EUROCONTROL ATM Strategy was adopted by the ECAC Transport Ministers in January 2000 and updated in The ATM core processes are defined in the EUROCON- TROL ATM Strategy for the years 2000+, Volume 2 (2003 edition), dated July European ATM performance enhancement activities stakeholders are defined in the European ATM performance enhancement programme Aviation Stakeholder Model and set out in EUROCONTROL document, edition 2.0, dated 11 January However, for ease of reference, Military Authorities are identified as a specific stakeholder to reflect their roles as aircraft operators, service providers, airport operators and regulatory authorities. 6 The gate-to-gate scope is considered to start at the moment the user first interacts with ATM and ends with the switch - off of the engines, including also the processes of charging users for ATM services. 1.4 Intended audience and use This document is primarily aimed at: European stakeholders at management level and their advisors - to provide visibility of the European ATM performance enhancement work and provide transparency in the activities being undertaken; EUROCONTROL Agency management - to provide an overview of the European ATM performance enhancement work components and inter-relationships to assist in decision-making; Agency and stakeholder staff - to provide an overview of European ATM performance enhancement work to allow them to put their own activities and projects into context. Whilst the different audiences can use the document for different purposes, it is envisaged that the main uses will be to: provide background material; assist in the understanding of the roles of the various stakeholder groups involved in the European ATM performance enhancement activities; raise awareness on the roadmap for change and expected Agency s contribution in the field of ATM; foster a common understanding and support communication among stakeholders groups; publicise European ATM performance enhancement activities and achievements. 1. INTRODUCTION page 9

10 ENHANCING EUROPEAN ATM 2 PERFORMANCE - OVERVIEW 2.1 What is European ATM performance enhancement? European ATM performance enhancement activities have a threefold aim: to implement the EUROCONTROL ATM Strategy; to realise the short and medium-term Provisional Council (PC) objectives; to contribute to the realisation of the future European ATM operational concept 7. The European ATM performance enhancement work addresses all aspects of ATM operations within a gate-to-gate 8 perspective. It encompasses the Air Traffic Service (ATS) units 9 of the EUROCONTROL and other participating States (see Annex A). To drive the development of the European ATM activities the Provisional Council has defined the following key performance targets 10 : SAFETY Further implement safety regulations and strengthen their enforcement; Further develop safety management and monitoring safety indicators; Implement European ATM Safety Programme (ESP); Support States in implementing safety improvements. CAPACITY Further develop flow and capacity management; Develop and implement capacity enhancement programmes; Implement DMEAN short-term plan ( ) and develop and implement DMEAN medium-term action plan ( ); Implement airport ATM capacity improvements. EFFICIENCY Enhance the flexibility and economic performance of ATM; Define overall performance targets for service provision, exploring costs as part of performance; Monitor the performance of the European ATM system and ensure efficiencies are made; Implement cost effectiveness planning process ECAC wide. SECURITY Develop ATM security implementation strategy. ENVIRONMENT Strengthen ATM s contribution to environmental objectives, En-route as well as at and around airports. Other PC objectives that enable performance gains are: SINGLE PAN -EUROPEAN SKY Achieve the highest level of cooperation with the European Commission and take full advantage of the European Community s accession to EUROCONTROL; Development of ATM Master Plan for Europe ( ) in the context of SESAR, ensuring no duplication of efforts; Prepare for the implementation of the ATM Master Plan (2007); Support States and ANSPs in implementing (SES) regulation. An important Institutional objective is the implementation of the Single European Sky reflected through a prioritisation process to be applied to EATM activities to ensure no duplication.this objective will be achieved by supporting the Single European Sky implementation programme (SESAR) and developing the ATM Master Plan as part of the SESAR definition phase. RESEARCH AND DEVELOPMENT IN ATM AT THE EUROPEAN LEVEL Ensure coordination and full participation of EUROCONTROL in European Commission research programmes; REGULATIONS Produce and implement a regulatory work programme consistent with the implementation of Single European Sky regulations; REGIONAL COOPERATION IN ATM Further implement CEATS; Identify and provide support to regional ATM cooperation initiatives; CIVIL-MILITARY COOPERATION Progress & implement interoperability of systems and operations; GNSS Ensure aviation interests in GNSS developments in the European Commission, European Space Agency and Galileo Joint Undertaking. page ENHANCING EUROPEAN ATM PERFORMANCE

11 3.1 INTRODUCTION 7 The European operational concept is described in the EUROCONTROL Operational Concept Document (OCD), Edition 2 May 2004 (approved by PC in 2004). 8 The gate-to-gate scope is considered to start at the moment the user first interacts with ATM and ends with the switch - off of the engines, including also the processes of charging users for ATM services. 9 "A generic term meaning variously, air traffic control unit (area control centre, approach control unit or aerodrome control tower), flight information centre or air traffic services reporting office" - ICAO - Vocabulary (A368) 10 PC/05/24/ European ATM performance enhancement planning To realise the operational improvements set out in the EUROCONTROL ATM Strategy and to meet the PC objectives described in the chapter 2.1, the European ATM performance enhancement work adopts a top-down and performance-led planning approach based on a set of quantifiable and measurable performance targets. Detailed business performance targets 11 have been defined to further refine the work that must be achieved in five ATM key areas (safety, capacity, efficiency, security and environment): The Performance Review Commission (PRC), and the Safety Regulation Commission (SRC) advise the EUROCON- TROL Provisional Council on strategic targets to be adopted for the European ATM network (e.g. traffic, delays, safety, costeffectiveness, flight-efficiency), whilst the more detailed short to medium-term targets to realise these strategic targets are generated as part of the European ATM performance enhancement activities (e.g. capacity profiles to be adopted by ATS units to achieve the strategic network delay target). Detailed performance targets are derived in consultation with the states and participating stakeholder groups, and agreed through the Stakeholder Consultation Group (SCG) and the Chief Executive Officers Standing Conference (CESC), before being presented by the Director General to the EUROCONTROL Provisional Council for endorsement and eventual adoption at local level. At present, national performance targets have been set for capacity only. Targets for the other ATM key performance areas are being developed and will be added to the performance framework when available. FROM PERFORMANCE TO IMPLEMENTATION The European ATM performance enhancement work aims to satisfy the performance targets using a cohesive performance planning process that forms a link between the EUROCONTROL ATM Strategy principles, the strategic objectives and roadmap of operational improvements (shown at Annex B), and the national implementation plans and implementation actions that produce performance gains. This performance planning approach encompasses a number of steps and processes that cover the longer-term (5 to 15 years ahead), medium-term (2 to 5 years ahead) and short-term (up to 2 years ahead) (see figure 2.2-1). Firstly the domain strategies expand the high-level operational improvements set out in the EUROCONTROL ATM Strategy to provide a more detailed and cohesive path of operational improvements within each of the specialised domains. The PC objectives are translated into measurable and quantifiable performance targets based on traffic forecast and the expanded Road Map of operational improvements to meet those needs is defined 12. In this way it establishes and maintains a clear and performance-justified link between the aviation stakehold- 2. ENHANCING EUROPEAN ATM PERFORMANCE page 11

12 er needs and the European ATM performance enhancement work. Subsequent planning then ensures that the development of the identified operational improvements to meet the medium-term performance targets is incorporated in the ECIP in the form of implementation objectives. The ECIP outlines the performance targets (or profiles) to be met by the ATS units in each State, and sets out the implementation objectives to realise them, together with details of the actions required by the various stakeholder groups (SLoA). This information is then flowed down to Local CIP documents (LCIPs) that describe the national implementation plans and actions required to meet the ECIP implementation. States national plans are aligned as closely as possible to LCIP documents. The portfolio of programmes is aimed at achieving the implementation objectives and applying the operational improvements. The processes of strategic and European planning will be subsumed in the establishment and maintenance of the European ATM Master Plan. Finally, the ECIP Status Report details the actual progress made in improving ATM network performance in the preceding 12 months and in realising the ECIP implementation objectives, together with a summary of how national plans compare to the forecast requirements. In practice, performance planning is an iterative and continuous process with feedback between all of the steps described above. 11 PC/05/24/25 12 under the scope of Strategic Performance Framework (SPF) Figure 2.2-1: European ATM performance enhancement planning PROCESSES STRATEGIC OBJECTIVES DOCUMENTS ATM STRATEGY Strategic Planning European Planning PERFORMANCE REQUIREMENTS OPERATIONAL IMPROVEMENTS IMPLEMENTATION OBJECTIVES PROGRAMMES STRATEGIC PERFORMANCE FRAMEWORK ROADMAP OF CHANGE ECIP PROGRAMME DOCUMENTS NATIONAL PLANS LCIPs Local Planning & Implementation NATIONAL ACTIONS PERFORMANCE DELIVERY ECIP STATUS REPORT NATIONAL PLANNING DOCUMENTS page ENHANCING EUROPEAN ATM PERFORMANCE

13 3.1 INTRODUCTION 2.3 Roles and responsabilities The EUROCONTROL Agency manages the European ATM performance enhancement programme on behalf of the participating states, and is responsible to the EUROCONTROL Organisation through the EUROCONTROL Council and General Assembly. It undertakes activities requiring international agreement, and co-ordinates common actions for pan-european and regional programmes. It also maintains links with ICAO and military authorities through the European ATM performance enhancement working arrangements, as well as NATO and other military bodies through recognised channels. Stakeholders are involved in all stages of the programme development and execution from working level to decision-making through the European ATM performance enhancement working arrangements. Individual stakeholders are responsible for the timely completion of European ATM performance enhancement actions which fall within their areas of responsibility, and for establishing the appropriate local plans, business cases and funding arrangements. This includes any co-ordination necessary for the successful completion of local actions. In the view of supporting the implementation of the Single European Sky, the ATM industry will be heavily involved in the definition phase. 2.4 Single European Sky and SESAR EUROCONTOL AND SINGLE EUROPEAN SKY (SES) A memorandum of co-operation was signed between EUROCONTROL and the European Commission (EC). The agreement defines five specific fields of cooperation: implementation of the Single European Sky; research and development; data collection and analysis in the areas of air traffic and environmental statistics, and international co-operation; satellite navigation including Galileo, and; international cooperation in the field of aviation. The first area covered in the Memorandum of Cooperation is the Single European Sky. EUROCONTROL supports the European Commission in the development of SES legislation and in managing the definition phase of the SESAR Programme. With respect to the SES legislation, EURO- CONTROL involvement is done through specific mandates to be given by the European Commission (EC) on the basis of Article 8 of the Framework Regulation (only for regulatory types of Mandates). SES deliverables by EUROCONTROL so far are: Report including draft Implementing Rule (IR) on flexible use of airspace- (FUA IR now published by the CE); Report including draft Implementing Rule (IR) on airspace classification (IR endorsed by the Single European Sky Committee (SSC)); Reports including draft Implementing Rule (IR) on interoperability for Initial Flight Plan, Flight Message Transfer Protocol (FMTP) and, Coordination and transfer of flights between air traffic services (IR now endorsed by the SSC, to the exception of the IR on FMTP only agreed in principle pending a EURO- CONTROL specification; Report including draft Implementing Rule (IR) on airspace design (now pending review by EC); Report on functional airspace blocks; Report including draft Implementing Rule (IR) on charging scheme (IR currently under debate at SSC level). In 2005, seven new mandates were received and accepted by EUROCON- TROL, on which significant progress has been recorded: Airspace Air Traffic Flow Management; European Upper Flight Information Region (EUIR); Single Aeronautical Information Publication (SAIP) for EUIR. Performance Review Performance Review. Interoperability Aeronautical Data Integrity; Data Link Services; Air-Ground Voice Channel Spacing. The European Commission plans to submit to EUROCONTROL new mandates endorsed by SSC on Safety/Risk Classification Scheme and on Interoperability matters for Mode S 2. ENHANCING EUROPEAN ATM PERFORMANCE page 13

14 Interrogator Code Allocation and on Surveillance performance and interoperability requirements in Q2/06. The Mandate deliverables from EURO- CONTROL to the EUROPEAN Commission are published on the Agency extranet: andard_page/sk_mandates.html SINGLE EUROPEAN SKY ATM RESEARCH PROGRAMME (SESAR 13 ) SESAR is the programme for setting up the technical and operational implementation of the Single European Sky (SES). It is the direct result of converging analyses and initiatives from European aviation industry, the European Commission and EUROCONTROL. For the first time in European ATM history, the European aviation players have come together to define, commit to and carry out a common plan for future European ATM system. SESAR answers to the fundamental need of accelerating the necessary change and growth of the European ATM system. It aims to find solutions to the following crucial aspects: the fragmentation of the European airspace needs to be reduced; the optimisation of the airspace use is necessary, including global interoperability; the capacity limits of the ATM system have to be pushed back to support the air transport growth; air transport Safety and Security improvements are crucial; environmental impact is key. SESAR consists of three phases: the Definition Phase which is already running and will finish early 2008; the Development Phase ( ); the Deployment Phase ( ). SESAR DEFINITION PHASE The first phase, SESAR Definition Phase, aims at describing how to realise the SESAR objectives taking into account the needs and plans of individual stakeholders while being adaptable to changes in the ATM environment. The SESAR Definition Phase will deliver the European ATM Master Plan together with the corresponding work Programme for the first 7 years of development and implementation. Its recommendations and defined set of actions will be the foundation for future implementation activities. The European Commission and EURO- CONTROL have commonly agreed to trust an industry Consortium to carry out the SESAR Definition Phase on their behalf. It joins the forces and expertise of 29 companies and organisations, together with, some 20 associated partners, from airspace users, airports, air navigation services providers, supply industry to many others, including safety regulators, military, pilots & controller associations and research centres. The SESAR Definition Phase will build on six main deliverables to be produced over a period of two years: D1 Market: Analyse air transport framework : the current situation; D2 Specification: Definition of ATM Performance targets; D3 Product: ATM Target Concept selection; D4 Deployment : Definition of ATM Deployment sequence; D5 Action Plan : Build the ATM Master Plan of actions for implementation; D6 Go Ahead : Define organization & work programme INTERFACE BETWEEN SESAR AND EUROPEAN ATM PERFORMANCE ENHANCEMENT ACTIVITIES The European ATM performance enhancement activities are fully committed to contribute to SESAR Definition phase and will directly contribute to the work by: providing as input for consideration the outcome of the past and ongoing work, itself performed with the support of and/or in consultation with stakeholders. This will prevent duplication of work. injecting efforts in the tasks performed by the consortium, and therefore adapting work and priorities to best support the project. It is anticipated that a substantial part of the European ATM performance enhancement activities will also naturally support the subsequent phases of SESAR. Nevertheless, the outcome of the Definition Phase and the arrangements being made for the Development Phase will have a dramatic impact on the current work, which is not known at the moment and which will be reflected in due time in terms of organisation, activities and budget. Additional information could be found, if available, at the level of each individual activity. 13 The former SESAME page ENHANCING EUROPEAN ATM PERFORMANCE

15 3.1 INTRODUCTION 2.5 ATM performance activities benefits To improve the network and reach the ATM network performance that is needed, a series of operational improvements (OIs) and other changes are being developed and implemented over time at Pan- European scale. The aim is to coordinate and facilitate the introduction of these OIs into the European ATM system in good time to meet the expected traffic growth and increasing capacity and safety needs, while at the same time addressing increasing concerns about cost efficiency and sustainable operations. The elementary OIs of the ATM2000+ Strategy have been grouped into a more manageable set of improvement clusters suited for implementation (see figure ATM Road Map). In the ATM roadmap three sets of OI clusters have been defined related to three time periods: , , and For each time slice the expected benefits have been set up based on the global impact of the related OI clusters. A considerable effort was provided during the year 2004 and 2005 to better reflect, quantify and monitor benefits for Safety, Capacity, Efficiency, Environment and Security of the European ATM Network. The work was reoriented to reflect a direct impact of the Operational Improvement (OI) clusters to the ATM benefits instead of identifying benefits given by each individual activity that would remain more subjective and difficult to quantify. As presented in the ATM Road Map the ATM expected benefits will result globally from the implementation of the OI clusters within five areas of improvements: Network efficiency; Sector Productivity; Airport Operations; CNS Infrastructure Enablers; Safety, Security, Sustainability, Human Factors Enablers. It is to be noted that the current Road Map will be reviewed and become part of the European ATM Master Plan during the SESAR Definition Phase. The contribution of the ATM performance enhancement activities to each of the Clusters of Operational Improvements is specified in each activity description. The related information is described in the paragraph Link with operational improvements and expected benefits Additional effort is already planned to be spent to validate and quantify the benefits of each cluster to further increase the quality of the information available. The implementation of the agreed Operational Improvements Clusters will generate benefits and enhance the performance of the ATM system. In the overall context of the objectives set by the Provisional Council, EATM has developed a set of performance criteria for the Pan-European ATM network which translates the high level PC objectives into quantifiable and measurable targets. An overview of ATM Performance Outcome Map is presented in figure ENHANCING EUROPEAN ATM PERFORMANCE page 15

16 Figure page ENHANCING EUROPEAN ATM PERFORMANCE

17 3.1 INTRODUCTION Figure ENHANCING EUROPEAN ATM PERFORMANCE page 17

18 2.6 Activities structure European operational and technical 2.7 Consultation with expertise and develops requirements The European ATM performance to support regulatory activities. The enhancement activities have been structured along four strategic processes: Cooperative network design: develops regulatory activities are aimed at supporting global aviation with ICAO and the establishment of the Single strategies, concepts and European Sky as well as the develop- roadmaps for enhancing the performance of European ATM, a managed ment of a consistent Pan-European ATM regulatory framework. portfolio of implementation programmes, and support to The Agency s support functions are also States/ANSPs in the delivery and monitoring of implementation. The planning period will see continued presented to reflect their administrative, regulatory or civil-military contributions to EATM work programme, as follows: applied research, involvement in Support to core processes provides a SESAR design and development, and centralised administrative support, priority for programmes and services the connective tissue keeping to cope with traffic growth in order to bring about improvements; Coordinated management of specific Pan-European functions help maximise the safety and efficiency of the civil and military network and are based on a global view of the ATM situation. They provide the benefits that stem from centralised operations by ensuring efficient interactions, consistency in the measures taken and together the different service business units within a framework composed of common human resources, financial, legal and information technology policies and services; Support to the Organisation: supports the Organisation s Council and Commission that impacts on European ATM performance enhancement work, such as regulatory activities and civil/military co-ordination. timely reactions; Provision of regional ATC services provide multinational regional ATC services at the request of States, In order to meet the ATM and the PC strategic objectives, management of the European ATM performance enhancement which benefit from the synergies work has been refined and achieved over an extensive geographical area of upper airspace. The regional approach is entirely consistent with the strategy of designing a harmonised European ATM system and already exemplifies one of the key objectives of the Single European Sky; Support to regulation exploits panstrengthened by streamlining activities within an agreed business model, within which the EUROCONTROL Agency organises its core activities. The business model allows the sequential, value-adding division of the existing portfolio of activities, from defining the domain long term evolution, to the delivering of specific programmes or services to stakeholders. stakeholders The means for decision making in the European ATM performance enhancement activities is set out in the EUROCON- TROL Revised Convention. The consultation, co-operation and involvement of stakeholders are achieved through a number of specific fora within the framework of clearly defined working arrangements that: provide well defined channels of communication; offer adequate means for discussion and achieving the required consensus. A diagram providing an overview of the EUROCONTROL working arrangements is shown at Annex C. These working arrangements support a 3- phase approach to the European ATM performance enhancement work decision-making process. PREPARATORY PHASE The preparatory phase involves: domain teams - who provide a direct channel of communication between the stakeholders and the EUROCON- TROL Agency on domain activities in terms of their cost and timeliness, and particularly in the areas of strategy, performance and research and development; and on programmes/services initiation and feasibility; programme steering groups - who steer the programme and the execution of the programme management plan, maintain commitment from the stakeholder groups involved, and ensure that the programme remains page ENHANCING EUROPEAN ATM PERFORMANCE

19 3.1 INTRODUCTION viable against its business case and objectives; service steering groups - who monitor the execution of a service level and advise on the policy, principles and general conditions of the service. CONSULTATION PHASE 14 The consultation phase involves several different consultative / advisory bodies supporting the EUROCONTROL Director General and covering particular aspects of the European ATM performance enhancement programme activities. These include the: Stakeholder Consultation Group (SCG), to consolidate wide-spectrum stakeholder input and provide strategic advice on the design, development, validation and organisation of a uniform European ATM system, including civil-military co-operation and support the EUROCONTROL Agency in setting priorities within its work programme and achieving the objectives set by the Provisional Council; European Air Traffic Flow Management Group (EAG) to provide advice on the operation of the Central Flow Management Unit (CFMU); Experimental Centre Consultation Group (ECCG) to provide advice on the operation of the EUROCONTROL Experimental Centre; Training Centre Consultation Group (TCCG) to provide advice on the operation of the EUROCONTROL Training Centre. Other specialist task forces and subgroups may also be established for limited periods from time to time to offer advice on specific matters. In addition, consultative bodies between the Director General and the various Stakeholder Segments are being set-up, like the Chief Executive Standing Conference (CESC) which comprises the Chief Executive Officers of the Air Navigation Service Providers and gives advice to the Director General on the design, implementation, operation and monitoring of air navigation systems, services and airspace. The consultation level is currently under refinement. DECISION-MAKING Decision-making is controlled by various legal instruments pertaining to the early implementation of the EUROCONTROL Revised Convention. The 2 main bodies involved are the Provisional Council (PC) and the Permanent Commission who, inter-alia, oversee general policy and the orientation of the European ATM performance enhancement activities. A number of commissions and committees also support the Provisional Council in specific areas of its decision making process by providing advice on specific subjects. These include the: Performance Review Commission (PRC) which advises on the effective management of the European air traffic management system through a transparent and independent performance review and target-setting system; Safety Regulation Commission (SRC) which advises on ATM safety regulation; Regulation Committee (RC) which advises on ATM regulatory issues other than safety; Civil-Military Interface Standing Committee (CMIC) which provides advice on civil-military issues and helps ensure civil-military co-operation; CEATS Coordination Group (CCG) which provides advice on matters relating to the new Central European ATS airspace and operations; Maastricht Standing Committee which provides advice on issues related to the operation of the Maastricht Upper Area Control centre. 2.8 Overall EUROCONTROL Agency costs for European ATM performance enhancement activities The overall financial information for the European performance enhancement activities is provided considering only the contribution of EUROCONTROL Agency within Cooperative Network Design strategic process to the European ATM performance enhancement activities. The estimated average yearly costs will be in the order of magnitude of millions over the period and are detailed in Annex D To be noted that the current consultation groups are under review with the aim to further improve the high level stakeholder involvement, re-focussing the existing consultation group structure, streamlining the working arrangements and separating strategic planning from day-to-day operational management. 15 These figures are indicative and are subject to further validation work by EUROCONTROL. 2. ENHANCING EUROPEAN ATM PERFORMANCE page 19

20 3.1 INTRODUCTION COOPERATIVE NETWORK DESIGN INTRODUCTION Cooperative network design covers all aspects of ATM and encompasses a wide range of activities for improvement throughout the European ATM system. It develops strategies, concepts and the roadmap for enhancing the performance of ATM, provides a managed portfolio of implementation programmes and gives support to States and service providers in the delivery and monitoring of their implementation. The next five year planning period will see continued applied research, involvement in SESAR design and development and priority given to programmes and services that help cope with the increasing traffic demand. Stakeholder consultation in the development and design of the network is paramount for ensuring a common vision.the civil/military dimension will be emphasised to be certain that the needs of all airspace users are taken into account. KEY PRIORITIES: SESAR definition and development phases; Safety enhancement through a new European Safety Plan (ESP) for ATM; Coordinated capacity planning across the network; Optimisation of the design and utilisation of the ATM network (DMEAN); Enhancing airport safety (runway incursion plan), capacity (assessments and improvements) and efficiency (CDM 16 ); Support to States in implementing key enhancements, including SES; Drafting technical and operational requirements for new SES regulations; Extension of applicability area of 8.33 khz frequency spacing for capacity increase; Medium term capacity enhancement through Controller-Pilot data link applications; Precision area navigation (P-RNAV) and satellite navigation to enhance system effectiveness; Enhancement of civil-military interoperability to improve network capacity and efficiency taking into account specific national Defence and Security needs. COOPERATIVE NETWORK DESIGN PORTFOLIO To follow the Agency s strategic approach, the Cooperative Network Design portfolio of activities has been consolidated in several areas - the Consolidated Activities areas - as follows: ATM Strategy and Planning; Innovative Research; Network Efficiency; Sector Productivity; Safety, Security, Sustainability and Human factors enablers; Airport Operation; CNS Infrastructure enablers; Support to Stakeholders; SBU Management. The Consolidated Activities areas described within this chapter are not linked in any way to the current or future organisational structure of the Agency. Many of the activities described are crossfunctional and involve a number of different EATM domains, programmes, services or management activities. They are used only as a means to demonstrate how the EATM work programme contributes to the Provisional Council (PC) objectives and the Agency strategic processes. The European ATM programme is supported within each Consolidated Activity area by line managerial activities ensuring that the management control is exercised over the full range of activities undertaken. These activities are run by Business Division managers and Activity managers facilitated by administrative support. Each of these Consolidated Activities areas is further described in the following chapter. 16 Collaborative Decision Making page 20

21 3.2 STRATEGIC PLANNING AND MONITORING 3.2 STRATEGIC PLANNING AND MONITORING Introduction ATM Strategy and Planning maintains the European ATM Strategy to reflect the evolving needs of the aviation sector. It develops and supports the planning mechanisms needed to apply the strategy throughout the participating States including the target architecture to be adopted. Through the European ATM Strategy it describes the needs, principles and major strategic objectives (including performance objectives) for European ATM and outlines the main conceptual changes and general management principles to be adopted. This includes the high level part of the ATM Master Plan showing the roadmap of Operational Improvements (OIs) that specify the main steps and direction through which the strategic objectives and the operational concept will be met. The European ATM Master Plan provides an integrated implementation-oriented and performance-driven plan for the development and deployment of the European ATM Strategy. It incorporates the roadmap of OIs and technical and other enablers as well as the ECIP and LCIP convergence and implementation planning objectives and targets at a level of detail that allows the consistent and coherent implementation of changes. It also develops, maintains and provides analysis of the information needed to understand past and current ATM performance (such as CODA) as well as preparing the forecasting model for developing scenarios of future traffic demand and capacity constraints (such as STATFOR). These information and analysis are the foundation for ATM information sharing across the Agency and its Stakeholders. MAIN AIMS: Lead planning for the cooperative network by developing, monitoring, maintaining and communicating the European ATM Strategy and European ATM Master Plan (including the operational concept, overall architecture to be adopted and Research & Development activities), in collaboration with stakeholders; Facilitate consistency and harmonisation in the application of performance management and establish a lead in ATM performance intelligence; Develop, maintain, share and analyse an ATM comprehensive information repository and modeling to enable current and future performance understanding. ATM STRATEGY AND PLANNING PORTFOLIO Each EATM activity could have impacts on more than one strategic process but is retained where the key deliverables bring the most important feature.the functions and services provide all necessary information, facilitation and support to ensure timely performance delivery of the EATM performance targets. The current portfolio is shown in figure Figure : ATM Strategy and Planning Portfolio Strategy & Performance function SESAR Coordination Enhanced Central Office for Delay Analysis (CODA) service Overall concept and architecture function European Convergence Implementation Plan function Pan European Repository of Information Supporting the Management of EATM Research Coordination and validation function Local Convergence Implementation Planning Function Statistics and Forecasts (STATFOR) service page 21

22 3.2 STRATEGIC PLANNING AND MONITORING For each individual activity its description provides summaries in terms of objectives, link with Operational Improvements (OI), expected benefits, main Agency tasks, expected achievements, the stakeholders contribution to the work and their related implementation plans, interdependencies with other activities and the associated European working arrangements as well as the name of the responsible EUROCONTROL activity manager. KEY ACTIVITIES: Delivering, maintaining and gaining endorsement for the European ATM Strategy and Master Plan including the ECIP and LCIP: maintaining the performance baseline using measurements of the current system and expected improvements based on OI plans; identifying and consolidating strategic objectives for the European ATM network; setting performance targets; identifying and analysing performance gaps; selecting and planning OIs and enablers; producing and monitoring deployment plans. Maintaining the Performance Framework; Developing forecasts, statistics and implementation status reports, supporting strategy and planning as well as the stakeholder community; Providing ATM data information and analysis such as CODA, STATFOR, PRISME to support EATM activities and Stakeholders; Improving and maintaining the consistency and cohesion of outputs on Cooperative Network Design; Maintaining and reinforcing the ECIP/LCIP implementation planning, monitoring and reporting processes; Strengthening stakeholder buy-in and materialisation of the Master Plan in LCIP s; Maintaining the operational concept and overall architecture; Maintaining Research & Development overall planning; Maintaining the validation methodology and overall strategic plan for validation. PRIORITIES: Perform the SESAR Programme definition phase; Progress the overall ATM system architecture; Develop a framework of performance indicators covering the ATM system based on integrated and comprehensive ATM Data Information and Model; Adapt ECIP to use it for the monitoring of the SES realisation; Strengthen the coordination of the R&D programmes; Complete, maintain and further develop the civil-military CNS/ATM interoperability roadmap. BENEFITS FOR STAKEHOLDERS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the Operational Improvements (OI) as described in the ATM roadmap. For the period the main contributions to EATM network are presented in figure However, for each individual activity in the paragraph Link with OIs and expected benefits, the contributions related to all three periods are reflected wherever information is available. FOCUS ON 2006 EXPECTED ACHIEVEMENTS The 2006 expected achievements are presented in the figure page 22

23 3.2 STRATEGIC PLANNING AND MONITORING Figure : Main contributions to EATM network ACTIVITY MAIN CONTRIBUTIONS Strategy & Performance function Overall concept and architecture function Research Coordination and validation function SESAR Coordination European Convergence Implementation Plan function Local Convergence Implementation Planning Function Pan European Repository of Information Supporting the Management of EATM Enhanced Central Office for Delay Analysis service Statistics and Forecasts service Timely availability of effective Operational Improvements and increased focus/efficiency of R&D activities. Ensures the co-ordination of the concept and architecture work carried out by the domains, programmes and R&D activities, and its integration into a Target Concept and Overall ATM/CNS Target Architecture (OATA),in order to provide guidance to the Agency directorates and EUROCONTROL stakeholders.the target architecture being developed will be used as a reference to support EUROCAE/ETSI standardisation work and the Single European Sky regulations on interoperability. Largely contributes to SESAR Definition Phase work. Provides the necessary information, facilitation and support for the R&D processes of stakeholders through timely identification, development and deployment of Best Practices and above all by supporting strong R&D collaboration between all Stakeholders. Will deliver the new road map of operational improvements linked to performance targets A single composite plan covering most operational, technical and regulatory ATM activities and encompassing all stakeholders. It represents the basis for States LCIPs. A clear assessment of priorities of the implementation objectives, through the identification of their contribution to the OI with visibility of the benefits expected from the implementation measures; Clearly defined responsibilities and timescales for achieving specific actions; By making use of the ECIP and LCIP mechanisms, the EATM SBU, in close co-operation with its stakeholders, leads and facilitates the implementation of these operational changes, thereby enabling the Single European Sky (SES). Provides timely, high quality, analysis-ready ATM business intelligence and solutions, thereby enabling knowledge, understanding and insight to Air Traffic Management and thereby assists in the realisation of the operational improvements described in the ATM roadmap. Services are instrumental in providing all the necessary information, facilitation and support for ensuring timely performance delivery of the European ATM system. Provides forecasts that are key deliverables of ATM Strategy and Planning. Indirectly it provides information that supports and enables a broad range of activities, especially in the areas of strategy & planning, network efficiency and sector throughput. page 23

24 3.2 STRATEGIC PLANNING AND MONITORING Figure : 2006 Expected achievements 2006 EXPECTED ACHIEVEMENTS Strategy & Performance function Update European Strategy Agency work plan consistency and completeness (ATM Content Integration Group -ACIG) Overall concept and architecture function OCD Concept of Operations for 2011 and 2020; Overall ATM/CNS Target Architecture for 2011 and 2020; Non Functional Requirements identified by EATM Domains will be used in the frame of SESAR Definition Phase to select technologies based on the required technical performances; Avionics Study Report; Safety Assessment for the whole ATM/CNS Architecture in cooperation with EATM safety activities; Validation Assessment (the Aerodrome and the ATC Architectures will be validated by applying a methodology developed in the frame of the OATA Project; Research Coordination and validation function Yearly issue of Analysis of R&D in European ATM Programmes(ARDEP) Green Book Research and validation coordination SESAR Coordination Milestone Deliverable 0 (Agreed work description) Milestone Deliverable 1 (Air Transport Framework: the current situation) Milestone Deliverable 2 (ATM Performance Targets) European Convergence Implementation Plan function Reinforcement of the role of ECIP/LCIP mechanism via a stakeholder s workshop. Change of scope for a full integration into SESAR for the ECIP/LCIP mechanism to become the established implementation mechanism Local Convergence Implementation Planning Function Change of scope for a full integration into SESAR for the ECIP/LCIP mechanism to become the established implementation mechanism. ECIP/LCIP to be used as a tool for monitoring the implementation of the SES by stakeholders. Pan European Repository of Information Supporting the Management of EATM New enhanced functionality of the product ( PRISME-Fleet v2); Delivery of traffic and environment statistics to EU; Develop a structured and formalised service for the provision of customised charts and graphical products; Provide continuous PRISME Service Enhanced Central Office for Delay Analysis (CODA) service Continuation of CODA Service; Agency ATM Data Policy development / implementation; Increased data acquisition / cooperation with Airline Associations; EC Memorandum of Cooperation implementation. Statistics and Forecasts (STATFOR) service Air Traffic Analyses and Forecasts. page 24

25 3.2 STRATEGIC PLANNING AND MONITORING Strategy and performance function Improvements and increased focus/efficiency of R&D activities. presents an overview of the expected achievements in the coming five years. OBJECTIVES The objective of the strategy and performance function is to facilitate and contribute to performance based strategic transition planning of the European ATM system and consistency and completeness of the Agency s work programme on Cooperative Network Design. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The objective of the master plan and the master planning process is to ensure consistent, performance driven and collaborative transition of the European ATM system through timely development and implementation of Operational Improvements. Main benefits are timely availability of effective Operational MAIN TASKS The main tasks of the Strategy and Performance function are the following: develop and maintain the European ATM Master Plan and Master Planning Process; facilitate consistency and alignment of the Agency s work programme on co-operative network design; contribute to the ICAO development of standards and guidelines for performance management and performance based transition. The European ATM Master Plan is developed as part of the Agency s contribution to the SESAR definition phase and maintained thereafter. EXPECTED ACHIEVEMENTS The following table (see figure ) MAJOR AGENCY DELIVERABLES Not applicable EUROPEAN IMPLEMENTATION PLAN Not applicable. STAKEHOLDERS INVOLVEMENT All main stakeholders segments are involved in the ATM Master Planning. LINK WITH OTHER EATM ACTIVITIES The SNP Function is focussed on and therefore linked to the Agency s Cooperative Network Design activities. WORKING ARRANGEMENTS SNP participates in the SESAR working arrangements. EUROCONTROL FOCAL POINT The activity manager is H.J. Hof. (henk.hof@eurocontrol.int) Figure EXPECTED ACHIEVEMENTS OF STRATEGY AND PERFORMANCE FUNCTION Update European Strategy ICAO Performance Based Transition Guidelines Agency work plan consistency and completeness (ATM Content Integration Group -ACIG-) European ATM Master Plan (developed by and as contribution to SESAR) ICAO ATM Performance Manual page 25

26 3.2 STRATEGIC PLANNING AND MONITORING Overall concept & architecture function OBJECTIVES The main objective of the Overall Concept & Architecture Function is to develop and maintain a target concept and an overall ATM/CNS target architecture to support the uniform gate to gate ATM network for Europe, as described in the EUROCONTROL ATM Strategy. This objective is achieved by providing an input to the strategy development process and by ensuring a wide coordination both within the Agency and with the related ATM concept and architectural activities managed by external organisations (e.g. ANSPs, EC, AECMA, BOEING, NATO, ICAO, FAA). LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The activity ensures the coordination of the concept and architecture work carried out by the domains, programmes and R&D activities, and its integration into a Target Concept and Overall ATM/CNS Target Architecture (OATA), in order to provide guidance to the Agency directorates and EUROCONTROL stakeholders. The target operational concept and architecture being developed will be used as a reference to support EUROCAE/ETSI standardisation work and the Single European Sky regulations on interoperability. The OCA function will also largely contribute to SESAR Definition Phase work. MAIN TASKS The main tasks of the overall concept activity are three-fold: 1. Definition of an operational concept document in support of the EUROCON- TROL ATM Strategy. This task comprises production of an operational concept document; production of a concept of operations; production of operational scenarios; production of use cases; maintenance of the user requirements document and provision of input to the EURO- CONTROL ATM Strategy and to SESAR Definition Phase work to reflect the findings of the ATM concept activities. 2. Horizontal coordination and contribution to the concept work in the frame of the following activities: ICAO ATMCP 17 ; action plan 2 (air traffic operational concepts) of the FAA/EUROCONTROL memorandum of co-operation; CDM (collaborative decision making) and SWIM (system wide information management) developments; European Commission Gate-to-Gate, C-ATM and SWIM programmes. 3. Monitoring of ATM innovative research. The overall architecture main tasks are three-fold: 1. Definition of the overall ATM/CNS target architecture for 2011 and 2020, in support to the EUROCONTROL ATM Strategy and reflecting the needs of the ATM/CNS systems for the above target dates. This task will: develop the proposal for an overall ATM/CNS target architecture based on UML 18, aiming to enhance Interoperability, providing a reference architecture supporting future standardisation work and the Single European Sky regulations on interoperability; develop an overall architecture evolution plan for ECAC reflecting the EUROCONTROL ATM Strategy operational improvements and enablers to provide guidance to those responsible for implementation and in particular as a reference to the air navigation service providers transition plans; support a sample of stakeholder organisations in the development of their transition plans, aiming at evolving their legacy systems towards the common target architecture; provide an initial validation and safety assessment of the proposed target architecture; provide input to the EUROCONTROL ATM Strategy and to SESAR Definition Phase work to reflect the findings of the OATA project; carry out studies to demonstrate the technical feasibility of the SWIM 19 concept. 2. Horizontal coordination with the related architecture work carried out by domains and programmes, CFMU, Maastricht & CEATS; EUROCONTROL research & development work on architecture; EUROCAE working groups, in particular WG61 (standardisation of an open ATC system architecture), WG59 (Interoperability standardisation of flight data processing) and WG69 (Airport CDM), in order to ensure that logical architecture developed by OATA are reflected in the future industry standards, and to benefit from the detailed specifications produced by those working groups; page 26

27 3.2 STRATEGIC PLANNING AND MONITORING European Commission funded R&D programmes and NATO, aiming to ensure interoperability between future civil and military systems. 3. Coordination of action plan 4 (evolution of ATS system architecture) of the FAA/EUROCONTROL memorandum of cooperation, aiming to harmonize with the FAA the future vision of ATM and propose to ICAO common solutions to improve interoperability. Reports and recommendations will be delivered to the involved directorates and business divisions as required by the individual overall concept and architecture activities. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The overall concept deliverables are an input for Overall ATM/CNS Target Architecture (OATA) project, for SPF, for domains and R&D activities. The OATA project deliverables are an input to the domains and programmes, for SPF, for the ECIP and LCIP activities, for regulations and for EUROCAE/ETSI standardisation working groups. Those deliverables will be delivered by EUROCONTROL as an input to SESAR Definition Phase. The OCA function will largely contribute to SESAR Definition Phase work. STAKEHOLDERS INVOLVEMENT Stakeholders are participating in the OATA project steering group, the OATA technical review group and the OCD drafting group, in order to gain acceptance of the results of the overall concept and architecture activity. In particular, Eurocontrol domains and programmes; the Regulatory Unit, EEC, CFMU, MUAC and CEATS; ANS providers and regulators (including the FAA); NATO and other military organisations; ATM system and aircraft manufacturing industry; airlines and other airspace and ATM users; Airport Authorities; R&D centers; other European ATM stakeholders; The European Commission and standardisation bodies (EUROCAE, ETSI, etc). to the OCD development process activity. The OATA project integrates the bottomup architectural work developed by domains and coordinates with the programmes. It provides an input to the ECIP, LCIPs, R&D and regulations. WORKING ARRANGEMENTS The OCD drafting group is the review group for the OCD development process. The OATA project steering group and technical review group have been created in order to involve the stakeholders in the steering and in the review of the OATA project deliverables. EUROCONTROL FOCAL POINT The activity manager for the OCA function and for the overall architecture activities is Mr. A. Prister. (alessandro.prister@eurocontrol.int) The focal point for the overall concept activities is Mr. J. Varela. (jose.varela@eurocontrol.int) 17 ATM Concept Panel 18 Unified Modelling Language 19 System Wide Information Management LINK WITH OTHER EATM ACTIVITIES OCA has the task of ensuring the alignment of the concept and architecture work carried out by all EATM activities and integrating them into a reference overall concept and a reference overall architecture. In particular, all activities contribute page 27

28 3.2 STRATEGIC PLANNING AND MONITORING Figure EXPECTED ACHIEVEMENTS OF OVERALL CONCEPT & ARCHITECTURE FUNCTION OCD Concept of Operations for 2011 and 2020: Volume 2 of EUROCONTROL OCD (Operational Concept Document), providing the Concept of Operations for 2011 and 2020 and including the related Operational Scenarios and Use Cases has been delivered in This document integrates the views of Stakeholders and Eurocontrol Domains on the future Concept and provides the main reference for SESAR Definition Phase Concept development. ESC/OCA will support the update of the Concept during SESAR Definition Phase and will maintain those documents afterwards. Overall ATM/CNS Target Architecture for 2011 and 2020: The OATA Phase 2 Project has delivered Iteartion 7 of the Overall ATM/CNS Target Architecture for 2011 in 2005, and will deliver in 2006 the final version of the model..this overall architecture will provide the reference for interoperability standards and regulations for the Single European Sky. It integrates all ATM/CNS Domain architectures and the work developed by a few relevant EUROCAE Working Groups into one consistent technical framework. ESC/OCA will support the development of the Target Architecture for 2020 during SESAR Definition Phase. Based on the findings of SESAR, ESC/OCA will coordinate the development of the Overall ATM/CNS Target Architecture for 2020 in the frame of OATA Phase 3. Non Functional Requirements: A Report integrating all Non-Functional Requirements (technical performances) identified by EURO- CONTROL Domains has been delivered in the frame of the OATA Project. This work will be used in the frame of SESAR Definition Phase to select technologies based on the required technical performances. It wil be maintained in the future by ESC/OCA. Avionics Study Report: The avionics roadmap for 2007, 2011 and 2020 and the avionics architecture for 2011 has been delivered in It will be updated in 2006 to integrate the findings of the OATA Military Study. This work will be maintained by ESC/OCA in the future in cooperation with the NAV Domain. Safety Assessment: A Safety Assessment for the whole ATM/CNS Architecture will be delivered by OATA during 2006, in cooperation with DASP/SAF.The OATA safety assessment will allow to put into a common safety framework the safety assessments delivered by the individual Eurocontrol Programmes and cross-check their results. Validation Assessment: A Methodology to validate the logical architecture has been developed in the frame of the OATA Project. The Aerodrome and the ATC Architectures will be validated during 2006 by applying this methodology.this methodology will be delivered to EUROCAE Working Groups that may benefit from it for their future work. ESC/OCA will maintain this validation methodology and will continue the validation of the model in the future. page 28

29 3.2 STRATEGIC PLANNING AND MONITORING Research co-ordination and validation function OBJECTIVES The research coordination and validation activity is responding to the need for coordination both at the Agency level and at the Organisation level. Its main objective is to provide the necessary support and information to R&D managers such that they can plan, fund and execute R&D activities in full visibility and transparency. Firstly, it provides the necessary internal and external R&D coordination on research and development mainly in Europe and partly outside Europe. Secondly, it defines and promotes the validation methodology to be applied in ATM projects at European level according to a validation master plan in co-operation with the European Commission. Thirdly, it provides the general support needed by directors and project managers for the management and operation of R&D activities, including their validation. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The activity will contribute to all Operational Improvements by providing the necessary information, facilitation and support for the R&D processes of stakeholders through timely identification, development and deployment of Best Practices and above all by supporting strong R&D collaboration between all Stakeholders. MAIN TASKS The main tasks of the activity are to: support the management for co-ordination of R&D within and outside the Agency in providing general support to the different R&D Groups and R&D Directors for the definition of a long term R&D strategy at the Organisation level; liaise with the US FAA, NASA and Nav Canada; manage the Agency side of the FAA MoC and the FAA-EUROCON- TROL Co-ordination Committee including representatives of some member States; liaise with European Commission (EC) on co-ordination of Agency research and EC framework programme by providing secretarial support to the EC/EUROCONTROL Joint Programme Board; participate in the work for the ATM R&D master plan set up in the definition phase of the Single European Sky Implementation Programmme SESAR; provide ad-hoc support to the European R&D symposiums, the director of the EUROCONTROL experimental centre, ad-hoc task forces on R&D matters etc.; maintain the R&D strategy and facilitate the R&D planning process through assistance in preparing the Agency Research Work Plan; develop and maintain the ARDEP Information System (Analysis of R&D in European ATM Programmes), adapt it to interoperate with the ACARE Observation platform; issue yearly R&D analysis reports (ARDEP Green Book) to provide overall and detailed views of the current situation of ATM R&D for a co-ordinated management at European level; promote and manage co-operative actions of R&D in Eurocontrol (CARE) to foster co-operation on common subjects with concrete actions at different levels: interest sharing, effort sharing and results sharing; maintain the overall validation strategy and guidelines; develop and maintain the validation master plan and the VDR (Validation Data Repository) and lead and facilitate the work of the Validation User Group. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements coming five years. EUROPEAN IMPLEMENTATION PLAN Not applicable. There is no implementation action required from the stakeholders. STAKEHOLDERS INVOLVEMENT Almost all stakeholders are simultaneously users of and contributors to the activity. In addition, the ATM R&D community and the general public also benefit from the information sharing via the service s systems (ARDEP, VDR). LINK WITH OTHER EATM ACTIVITIES All research and development and validation activities performed by domains are supported by this activity. WORKING ARRANGEMENTS Five working arrangements have been set with R&D actors external to the Agency: page 29

30 3.2 STRATEGIC PLANNING AND MONITORING R&D committees and Task Forces for the co-ordination at management level with some member States and with non-european organisations; EC/EUROCONTROL Joint Programme Board; information support network including all ARDEP partners; specific management boards for the CARE activities; Validation User Group. EUROCONTROL FOCAL POINT The activity manager is Mr. M. van Gool Further information on R&D co-ordination activities can be found on the EURO- CONTROL web site: earch-development/index.html Figure EXPECTED ACHIEVEMENTS OF RESEARCH CO-ORDINATION AND VALIDATION FUNCTION Yearly issue of ARDEP Green Book Research and validation coordination page 30

31 3.2 STRATEGIC PLANNING AND MONITORING European convergence and implementation plan function OBJECTIVES The ECIP activity is based on the EURO- CONTROL Revised Convention, which sets out the requirement to co-ordinate Member States implementation plans to secure convergence towards a uniform gate to gate European ATM System, and to implement a common convergence and implementation plan for air navigation services and facilities in Europe. The ECIP activity describes and fosters commonly agreed medium-term implementation actions (approximately 5 years ahead) to be taken by the EUROCONTROL Member States and other ECAC States to meet the strategic principles and objectives set out in the EUROCONTROL ATM Strategy, as well as supporting the European Commission s regulations and implementing rules on ATM. The Local Convergence and Implementation Plan (LCIP) activity - see link below - complements the ECIP by supporting the development and implementation of the common plan at national level, monitoring the implementation of the medium-term actions and reporting on the actual progress. The ECIP/LCIP activities cover the overall implementation process, from planning to monitoring and reporting through support to stakeholders. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS Ensuring timely performance delivery of the European ATM system is the result of performance monitoring, performance driven planning, timely identification, development, deployment of Best Practices and Operational Improvements and above all strong collaboration between all Stakeholders. The EATM Functions and Services are instrumental in providing all the necessary information, facilitation and support for this process. The majority of the ECIP Implementation Objectives are derived from and refer to the Operational improvements or are linked to strategic performance, e.g. Safety regulations, derived from the ATM Strategy. The ECIP provides the following main benefits: a single composite plan covering most operational, technical and regulatory ATM activities and encompassing all stakeholders; a clear assessment of priorities of the implementation objectives, through the identification of their contribution to the Operational Improvements set out in the EUROCONTROL ATM Strategy; visibility of the benefits expected from the implementation measures; clearly defined responsibilities and timescales for achieving specific actions; the basis for States Local Convergence and Implementation plans; a check list for domain experts to ensure implementation planning is covered efficiently at the outset of an activity. In addition, due to its established format of action description, the ECIP has proved to help make decisions in the EATM working arrangements and is used as one of the prioritisation criteria of EATM activities. MAIN TASKS The main tasks of the ECIP activity are to: support the domain team leaders and programme managers in developing implementation objectives descriptions, stakeholder lines of action and ensuring coordination with other Agency units, other EATM domains, programme and services and regulatory requirements as necessary; ensure that the domains support, through the ECIP, the implementation and monitoring of the Single European Sky regulations and implement rules where this is required; maintain a traceable record of all agreements reached during consultation and all subsequent changes; obtain endorsement for inclusion of new implementation objectives in the ECIP and changes to existing objectives via the appropriate consultative and decision-making bodies, by the Provisional Council; produce and publish annually the ECIP documents; monitor and report on the progress of implementation actions in co-operation with the LCIP Service, domains and programmes; monitor overall consistency of the pro- page 31

32 3.2 STRATEGIC PLANNING AND MONITORING grammes documentation with the ECIP; monitor and maintain alignment of the EUROCONTROL Agency deliverables in the relevant ECIP implementation objectives; update and improve the ECIP mechanism and documentation as necessary; produce and publish annually the ECIP status report document; provide information on changes to the programme portfolio that may impact on the ECIP; liaise with external and internal stakeholders for providing awareness, receiving feedback and continuously improve the ECIP mechanism and the quality of the documentation. (see figure ) Figure AIRSPACE USERS SUPPLIERS INDUSTRY ECIP INTERNATIONAL ORGANISATIONS AIR NAVIGATION SERVICE PROVIDERS AIRPORT OPERATORS NATIONAL REGULATORS LCIPs MILITARY AUTHORITIES EUROCONTROL AGENCY EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN Not applicable as the ECIP is itself the medium term overall European Implementation Plan STAKEHOLDERS INVOLVEMENT The Agency acts as the managing agent for the ECIP on behalf of the EUROCON- TROL States and other States participating in the European ATM performance enhancement activities. The Agency consults and works in close co-operation with States organisations and the various aviation stakeholder groups - airspace users, air navigation service providers, military authorities, regulators, in particular the European Commission, airport operators and industry - to update the plan and monitor its implementation. It also assists States in developing their national convergence and implementation plans (LCIP) on the basis of the ECIP. page 32

33 3.2 STRATEGIC PLANNING AND MONITORING In addition to their role in the workinglevel teams, consultation and decisionmaking bodies of the EUROCONTROL Organisation, States are responsible for consulting and co-ordinating with their air navigation service providers, military authorities and other national aviation stakeholders. LINK WITH OTHER EATM ACTIVITIES The ECIP is a horizontal activity that requires close links with and input from all other Agency activities including the domains and programmes, as well as the CFMU, SRU, RU, PRU and the Military Business Division, as well as with the other strategic and planning activities of the ESC Business Division. The ECIP activity is complemented by the LCIP activity which supports planning, monitoring and reporting of ECIP medium-term agreed actions at national level. Specific arrangements exist with the LCIP function through the ECIP internal Task Force. WORKING ARRANGEMENTS An ECIP task force has been created by the ACG and meets only when required for a specific task as requested by the ACG. EUROCONTROL FOCAL POINT The activity manager is P. Béhier. (patrice.behier@eurocontrol.int) More information can be found on Figure EXPECTED ACHIEVEMENTS OF EUROPEAN CONVERGENCE AND IMPLEMENTATION PLAN FUNCTION Reinforcement of the role of ECIP/LCIP mechanism via a stakeholder s workshop. Change of scope for a full integration into SESAR for the ECIP/LCIP mechanism to become the established implementation mechanism. ECIP/LCIP to be used as a tool for monitoring the implementation of the SES by stakeholders. page 33

34 3.2 STRATEGIC PLANNING AND MONITORING Local convergence and implementation plan service OBJECTIVES The LCIP activity is based on the EURO- CONTROL Revised Convention, which sets out the requirement for the Organisation to develop and endorse detailed plans for the harmonisation and integration of the air traffic services and systems. and to co-ordinate these plans to secure convergence towards an uniform European ATM system The main objectives of the Local Convergence and Implementation Plan (LCIP) Service are to: ensure the preparation and the availability of a comprehensive national medium term performance plan for each ECAC State (LCIP 20 ) by assisting them in the development of the document; ensure the consistency of the national plans with the Eurocontrol ATM 2000+Strategy, the European Convergence Implementation Plan (ECIP) (see link below), the European ATM performance enhancement activities (domain/programmes), and with the SES (e.g. SESAR, Common Requirements, etc.); obtain a firm declaration from national stakeholders that they will apply their best endeavour to complete the actions identified in the plan, within the required time scale, by having the LCIP documents endorsed and signed each year by their senior managers. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS Ensuring timely performance delivery of the European ATM system is the result of performance monitoring, performance driven planning, timely identification, development and deployment of Best Practices and Operational Improvements and above all strong collaboration between all Stakeholders. The EATM Functions and Services are instrumental in providing all the necessary information, facilitation and support for this process. By making use of the ECIP and LCIP mechanisms, the EATM SBU, in close co-operation with its stakeholders, leads and facilitates the implementation of these operational changes, thereby enabling the Single European Sky (SES). MAIN TASKS The main tasks performed within this activity can be grouped in 3 categories as follows: LCIP Contact Person activities: consists in assisting each ECAC State in the development of its LCIP, by providing advice on implementation of the plans and by monitoring the developments in that State. This is done in full coordination with other units of the Agency, in particular with CEF for capacity, and SRU for safety regulation); LCIP support cell activities: consists in developing guidelines and providing information to the LCIP Contact Persons, preparing and updating the templates to be used by the Contact Persons, consolidating and checking the final draft of the LCIPs, and other related supporting activities; SIS Advisors activities: consists in managing and organising the flow of information between the programmes/ domains and the LCIP Contact Persons. - in their domain of expertise (update on programme/domain development, report on implementation status and problem), through the ECIP Service. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. Figure EXPECTED ACHIEVEMENTS OF LOCAL CONVERGENCE AND IMPLEMENTATION PLAN SERVICE FUNCTION Change of scope for a full integration into SESAR for the ECIP/LCIP mechanism to become the established implementation mechanism. ECIP/LCIP to be used as a tool for monitoring the implementation of the SES by stakeholders. page 34

35 3.2 STRATEGIC PLANNING AND MONITORING EUROPEAN IMPLEMENTATION PLAN The LCIP activity monitors the implementation of the ECIP objectives at a national level. STAKEHOLDERS INVOLVEMENT The LCIP Documents (LCIPs) cover the activities of the main national stakeholders (regulator, air navigation service provider, military authority and progressively airports). Each ECAC State nominates a LCIP Focal Point (FP). This LCIP FP (a role played in many cases by the ANSP) provides a single interface within the State for all LCIP matters with the Eurocontrol Contact Person nominated by the LCIP service manager. Each stakeholder is participating in the development of the LCIP by providing the appropriate planning and implementation information. LCIPs are signed by senior managers of each stakeholder organisation to indicate their commitment to implement the actions identified in the document. LINK WITH OTHER EATM ACTIVITIES The LCIP service interfaces with all activities for which ECIP objectives are identified. Synergy is maintained with EATM Implementation Support (EIS) service, Capacity Enhancement Function and SRU to optimise the contact with States. Specific arrangements exist with the ECIP function through the ECIP internal Task Force. WORKING ARRANGEMENTS The ACG, taking advantage of the recommendations made by the ACG ECIP task force, decides on the content and structure of the LCIP and is kept informed on the progress in the production of LCIPs. The ACG ECIP task force can be activated to review and propose changes to the LCIP process. EUROCONTROL FOCAL POINT The activity manager is Mr D. Debals. (danny.debals@eurocontrol.int) All LCIPs are available on the restricted Eurocontrol web site at: ubsite_homepage/homepage.html 20 The Local Convergence and Implementation Plan Document (LCIP) describes which actions are planned by States to improve the performance (mainly safety and capacity) of their ATM system in an harmonised way and how these States plan to implement the ATM Strategy. The plan covers a 5 year period following the year of its production. AGENCY STATE OBJECTIVE OWNER Specific Monitoring NATIONAL PROGRAMME CONTACT POINT / EXPERT LCIP CP Implementation Progress LCIP Cycle LCIP FP LCIP Production Process page 35

36 3.2 STRATEGIC PLANNING AND MONITORING Pan European Repository of Information Supporting the Management of EATM (PRISME) service OBJECTIVES The objective of PRISME (Pan European Repository of Information Supporting the Management of EATM) is to offer data and Business solutions to relevant EATM Business. It is Programme, Domain and activity independent. PRISME ATM data warehouse bridges the gap between data and knowledge. It provides EATM Experts with a single point of access to comprehensive and integrated high quality ATM information. This information can be tailored to individual needs. Users include : services activities such as CODA, STATFOR, Cartography and LCIP; domains such as environment, communication, airport, navigation, security, Aeronautical Information Manage-ment, human factors and airspace modelling; programmes such as Capacity Enhancement, Link2000+, 8.33, Mode-S, CASCADE, Airports, and CHAIN; EATM Systems and Convergence (ESC) activities such as R&D validation and co-ordination; EUROCONTROL activities such as the PRU, Experimental Centre and the ICAO library; external stakeholders such as the ICAO Paris office, EUROSTAT and the European Commission. The data come from a variety of sources and is integrated into a generic data warehouse for use by all. The principle is that the aggregated value of the data is greater than just the sum of the individual data parts. PRISME ATM Business Solutions blends ATM and IT knowledge to assist ATM Business. Its services include: full project services from Requirements Capture to Solution Implementation; technology and methodology advice; ATM application hosting and support. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. Globally, the PRISME service provides timely, high quality, analysis-ready ATM business intelligence and solutions, thereby enabling knowledge, understanding and insight to Air Traffic Management and thereby assists in the realisation of the operational improvements described in the ATM roadmap. For the period the PRISME service will coordinate with EATM domains, programmes and services on efficiently integrating and fusing ATM related data from multiple sources into a single environment, for use by all European ATM activities in support of developing their Operational Improvement Clusters. It blends ATM and IT knowledge to offer a full range of generic Business solutions to EATM. For the period a direct contribution will be provided to the following operational improvement cluster: Shared Pan European Network Situation by contributing to the definition of shared information and its archiving MAIN TASKS The main tasks of the PRISME service are; Daily datawarehouse operation on a continuous basis, consisting of data collection, retrieving, capturing, loading; data checking and cleaning; data fusing, harmonising and aggregating. Data request (one-off and recurrent ) handling, consisting of request capture and analysis; data extraction; data analysis; data formatting and visualising; data delivery. Datawarehouse expansion and evolution, in terms of integration of new data layers; introduction of new functionalities. Operation and support of ATM Business Solutions (software applications), consisting of maintaining continuous operation of specific ATM software applications; guaranteeing their availability and adequate performance; providing and controlling access according to requirements. page 36

37 3.2 STRATEGIC PLANNING AND MONITORING Development and maintenance of new ATM Business Solutions requirements capture and analysis; conceptual modelling and specification; contract preparation and follow-up; component integration and application deployment. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN PRISME supports the ECIP process through: storage and maintenance of the ECIP repositories; storage, maintenance and management of the LCIP reporting repository; development and maintenance of the LCIP Buisness Objects universe and reports; development, maintenance and delivery of the graphical maps representing the status of the CIP objectives. STAKEHOLDERS INVOLVEMENT The direct external stakeholders and clients of PRISME are currently the European Commission, EUROSTAT and ICAO Paris. The recent Memorandum of Cooperation (MOC) between EUROCON- TROL and EU has initiated the provision of data products to the EU. This delivery of data products continues to increase and the co-operation progresses. Other external stakeholders, such as Airlines and Airports, benefit indirectly from PRISME through the services corporate working partners in EATM and the Agency as a whole. LINK WITH OTHER EATM ACTIVITIES PRISME provides indispensable data warehouse services, project support and back-end infrastructure to services including STATFOR, ECODA, PAGODA, Airspace Modelling and Cartography. It provides essential information to almost all EATM activities. Through its services to EATM activities its coverage has gradually extended over the last two years to include all of the EATM key drivers (safety, capacity, (cost) efficiency, security and environment). WORKING ARRANGEMENTS Currently, there is no formalised Eurocontrol working arrangement to interface with external stakeholders. It is not considered necessary. External stakeholders interface through the individual activities to which PRISME provides its services. Under the umbrella of the MOC, data exchange agreements with the European Commission are currently under development. Internally, the PRISME Users group provides feedback on PRISME activities. EUROCONTROL FOCAL POINT The activity manager is Mr. J. Lemaitre. (jacques.lemaitre@eurocontrol.int) Figure EXPECTED ACHIEVEMENTS OF LOCAL CONVERGENCE AND IMPLEMENTATION PLAN SERVICE FUNCTION PRISME-Fleet v2 - new enhanced functionality Delivery of traffic and environment statistics to EU (under the MOC) Develop a structured and formalised service for the provision of customised charts and graphical products Provide continuous PRISME Service page 37

38 3.2 STRATEGIC PLANNING AND MONITORING Statistics and forecast (STATFOR) service OBJECTIVES The STATistics and FORecast (STATFOR) Service analyses and forecasts traffic so that customers inside and outside the Agency can make better decisions. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS STATFOR directly provides forecasts that are key deliverables of ATM Strategy and Planning. Indirectly it provides information that supports and enables a broad range of activities, especially in the areas of strategy & planning, network efficiency and sector throughput. MAIN TASKS STATFOR s main tasks are: Analysis and forecasting to generate the following principal products: market analyses, such as on business aviation; routine market updates, such as on the growth of low-cost carriers; short-term forecasts: updated four times a year and looking 24 months ahead; medium-term forecasts published once a year and looking 7 years ahead; long-term forecasts published once every two years and looking 20 years ahead; industry monitor: the EUROCON- TROL newsletter on air transport trends and their causes; Providing facts-on-demand, in response to requests from stakeholders; Data collection and long-term archiving. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN Not applicable STAKEHOLDERS INVOLVEMENT The following stakeholders are providers and/or users of the service; ATS providers, regulators, ICAO, UIC, aircraft operator organisations, airport operator organisations, general statistics organisations (EUROSTAT), aeronautical industry including airframe manufactures, research establishments and universities. LINK WITH OTHER EATM ACTIVITIES Most of the domains, programmes and services of EATM as well as the strategic performance framework and capacity enhancement functions are users of the Service. WORKING ARRANGEMENTS The service is supported by the STATFOR User Group (SUG), a group of air traffic forecasters and statisticians from EURO- CONTROL stakeholders. EUROCONTROL FOCAL POINT The activity manager is Dr D. Marsh. (david.marsh@eurocontrol.int) Further information on this activity can be found on the Eurocontrol web site at: Figure EXPECTED ACHIEVEMENTS FOR STATISTICS AND FORECAST (STATFOR) SERVICE Air Traffic Analyses and Forecasts page 38

39 3.2 STRATEGIC PLANNING AND MONITORING Enhanced central office for delay analysis (CODA) service OBJECTIVES The objective of the Central Office for Delay Analysis (CODA) service is to publish regular and ad-hoc reports and analyses on delays to air transport due to all causes. This is achieved by the delivery of independent and neutral delay reports, both regular and ad-hoc. With these reports, an overall picture of the delay situation can be provided based on a variety of external data sources to complement CFMU data. CODA is also required to provide advice on delay issues within the Agency. The CODA activity is ECAC-wide. Published reports are available both in printed form, and by web site access to the enhanced CODA system (ecoda). LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS Ensuring timely performance delivery of the European ATM system is the result of performance monitoring, performance driven planning, timely identification, development and deployment of Best Practices and Operational Improvements and above all strong collaboration between all Stakeholders. The EATM Functions and Services are instrumental Figure in providing all the necessary information, facilitation and support for this process. MAIN TASKS The main tasks of the activity involve: data collection from a wide variety of data providers; data validation to ensure that questionable results are not produced from the CODA database; database loading applies further validity checks such as completeness and consistency of the data compared to what is already in CODA such as duplicate flight information; software supported delay analysis; report generation; report finalisation through verification, analysis, formatting and synopsis; provision of internet access interface to data and analysis. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN Not Applicable STAKEHOLDERS INVOLVEMENT CODA users comprise (but are not limited to): The EC, the ECAC States, ATAG, ATUC, EBAA, ERA, IATA, Eurostat, ACI, AEA, IAOPA, airlines and national authorities 21. In addition, reports being available from the web, this set of users is extended to a large number of potential (unidentified) users. LINK WITH OTHER EATM ACTIVITIES There are no limitations on the domains, programmes and services which can make use of CODA services. WORKING ARRANGEMENTS The service is advised by the European delay analysis system advisory group set up under ECAC/Eurocontrol auspices. EUROCONTROL FOCAL POINT The activity manager is Mr. T. Guest. (tim.guest@eurocontrol.int) Further information on this activity can be found on the Eurocontrol web site at: 21 Acronyms by order of appearance: European Commission, European Civil Aviation Conference, Air Transport Action Group, Air Transport Users Committee, European Business Aviation Association, European Regional Airlines Association, International Air Transport Association, Airports Council International, Association of European Airlines, International Council of Aircraft Owner and Pilot Associations EXPECTED ACHIEVEMENTS OF ENHANCED CENTRAL OFFICE FOR DELAY ANALYSIS (CODA) SERVICE Continuation of Service Agency ATM Data Policy development / implementation Increased data acquisition / cooperation with Airline Associations EC Memorandum of Cooperation implementation SESAR support page 39

40 3.2 STRATEGIC PLANNING AND MONITORING SESAR Coordination OBJECTIVES The objective of SESAR Coordination is for the moment the management of the SESAR Definition Phase from the customer perspective, in particular the contract with the consortium of aviation industry stakeholders and its funding by the Agency. The future of this activity is linked to the governance and arrangements that will be put in place for the SESAR Development Phase. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BEN- EFITS Will deliver the new roadmap of operational improvements linked to performance targets. MAIN TASKS The main task of the activity is to run the SESAR Definition Phase. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The activity will deliver the ATM Master Plan of actions for implementation. STAKEHOLDERS INVOLVEMENT The SESAR consortium is made of 30 companies and includes more than 20 project associates and sub-contractors from all sectors of aviation industry. In addition wide communication is sought from all stakeholders not in the consortium, either through specific actions, or through the existing working and consultation arrangements of EUROCONTROL and the EC. LINK WITH OTHER EATM ACTIVITIES Most EATM activities contribute, directly or indirectly to the SESAR contract or to establish the baseline from which SESAR will be built. WORKING ARRANGEMENTS No dedicated arrangement. EUROCONTROL FOCAL POINT The activity manager is Mr. B. Miaillier Further information on this activity can be found on the Eurocontrol web site at: Figure EXPECTED ACHIEVEMENTS OF SESAR COORDINATION Milestone Deliverable 0 (Agreed work description) Milestone Deliverable 1 (Air Transport Framework: the current situation) Milestone Deliverable 2 (ATM Performance Targets) Milestone Deliverable 3 (ATM Target Concept) Milestone Deliverable 4 (ATM Deployment Sequence) Milestone Deliverable 5 (ATM Master Plan) Milestone Deliverable 6 (Work Programme for ) page 40

41 3.3 RESEARCH (EEC) 3.3 RESEARCH (EEC) Introduction Overview of the Research Work Programme While addressing short-term operational improvements, the cooperative network design works on the further evolution, which will lead to implementations only outside the period. As strengthened by the revised convention, the Agency is at the centre of a vast network that performs advanced applied and innovative research and validation to identify future ATM/CNS concepts which will cope with the demands placed on the ATM/CNS system. Consequently, as the research centre of the EUROCONTROL Agency, the EEC is now the main actor in charge of the R&D part of the Agency Work Programme, which is fully integrated within the Cooperative Network Design pilar. In 2002, in response to the Performance Review Commission s PRR/5 recommendations with regard to the fragmented and inefficient nature of European research, the agency actively participated in close co-operation with the European Aerospace supply industry represented by AECMA (now ASD), in an initiative which gave birth to the SESAR programme, the main objective of which being to obtain strong commitment between all Air Traffic Management Stakeholders in directing resources towards commonly agreed goals, ensuring the link between research, validation, development and finally implementation of the identified systems supporting the Single European Sky regulatory package. Recognising the future challenges, the EEC has consequently ensured that its strategic objectives have over the last three years been directed towards the alignment of its Work Programme with the identified needs emerging from the ATM Master Plan. In parallel with the realignment of its Work Programme, the EEC has embarked upon a process of active dialogue with major actors of the ATM research community and the Air Transport industry, constructing the foundation of a collaborative network amongst the research community. The various calls of the European Commission 6 th Framework Programme have provided the EEC with the vehicles to strengthen its central role, ensure their direct contribution to SESAR and further develop its relationships with all of these key actors. In this new context, the Research performed by the EEC is along four main lines as depicted in figure MID TERM VALIDATION The objective of this thread is directed towards the identification and specification of the ATM system for 2020, ensuring that this will fulfil the performance requirements for safety, environmental impact, predictability, capacity, efficiency and cost, whilst satisfying the predicted increase in air traffic and targeting annual economies of over 3Bn compared to current day operations (PRR/8). In accordance with this objective and in direct support to SESAR, the activities of this Work Package aim to provide the evidence that the overall concept of operations of the future European ATM system satisfies performance expectations through a comprehensive and collaborative validation programme involving all key actors of the European research network, where major efforts are made to identify quantifiable benefits and measurable success criteria. More precisely the objectives of the Mid term Validation will be: To confirm the key performance targets as specified within the SESAR definition phase; To provide evidence of the SESAR operational concept s performance and its technical and operational viability; To ensure that the resulting opera- page 41

42 3.3 RESEARCH (EEC) tional concept is safe in principle. Special focus will be placed upon the full integration of Safety assessment from the outset, providing data that will feed discussions on safety case and hazard assessments, and supporting the evaluation of risk levels; To consolidate and deliver the specifications of the target operational concept in accordance with validation results. The overall validation strategy, as indicated in the figure , will be organised around two main cycles, punctuated with major milestones that will facilitate monitoring and synchronisation. These milestones have also been scheduled in order to maximise synergies and cross fertilisation with the SESAR definition phase. This is to ensure that the concept validation results are relevant, and provide the correct level of support to the internal decision processes of SESAR. In addition, 2007 will see the initiation of the Episode 3 project, within the context of the 6th Framework Programme of the European Commission, which will support the core activities of this Work Package and that will provide the EEC with the opportunity to organise the research network and its supporting validation infrastructure, thereby creating the organisational conditions to support the management and execution of the SESAR Research Work Programme. Other EC 6 th Framework Programme projects conducted with key European stakeholders, mainly OPTIMAL, EMMA, SWIM and RESET, will equally be important sources of validation results and/or knowledge, complementing those obtained through Episode 3. LONG TERM RESEARCH At the last sessions of the EEC Consultation Group, there was a level of concern expressed that much of European research capabilities would be focused upon SESAR and that very little was being prepared for the future. A number of stakeholders requested the EEC to develop a coherent Work Programme of activities derived from an agreed vision of a future step, beyond the SESAR scope. Long term research will be performed through initial studies focused on an ini- Figure Deployment Short term improvement Mid term Validation Development Deployment SESAR RESEARCH SCOPE Long term Research Socio Economic studies Innovative R&D Development Deployment Long term ATM - ACARE driven Research Research Infrastructure page 42

43 3.3 RESEARCH (EEC) tial vision of how the future system will function, ensuring coherency with the Air-Transport community s views, which at this time are strongly influenced by the ACARE SRA 2 High Level Target Concepts (HLTC). The strategy for this long term research follows a two stepped approach: Small innovative studies relying on a wide network of universities and research institutions, to undertake prospective, experimental research whose results are aimed at the clarification of initial ideas; Long term investigation to explore in greater depth the most promising ideas arising from these innovative studies. In this context, the EC s 6 th and 7 th framework programmes provide vehicles to enable the clarification and validation of initial ideas. SOCIO ECONOMIC STUDIES The objective of this thread is to support the transversal objectives of SESAR regarding the links between Air Transport and ATM on the one hand and society and the environment on the other hand. The work includes society s expectations, the economics of Air Transport and ATM, and the sustainability of new Air Navigation systems. More generally, the objective is to provide the Air Transport industry and Policy makers with an increased understanding of the socioeconomic context and the environmental impacts of Air Transport and their evolution, in order to make better informed decisions.the research also contributes to increased knowledge in the Scientific Community through R&D co-ordination, in particular in the Environment area. RESEARCH INFRASTRUCTURE The research infrastructure is supported by a number of enablers. The main objectives for this thread may be summarised as: Ensuring the development and consistent application of methodologies used to provide evidence of the operational concept s performance and viability; Driving the development of a coherent European research and validation infra-structure consistent with the needs of SESAR. Figure Qtr2 Qtr3 Qtr4 Qtr1 Qtr2 Qtr3 Qtr4 Qtr1 Qtr2 Qtr3 Qtr4 Qtr1 Qtr2 Qtr3 Qtr4 SESAR M0 M1 M2 M3 M4 M5 M6 Air Transport Value Chain & ATM role Identification of Performance Requirements & Standards ATM Operational Concept Deployment Scenario Build ATM Masterplan Organisation & Work Programme Validation Strategy WP 3 M0 M1 M2 M3 M4 Performance Framework Cycle 1 Assessment & Results Consolidation Validation Strategy and Planning Revision Cycle 2 Assessment & Results Consolidation Final Report page 43

44 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS 3.4 SAFETY, SECURITY, SUSTAINABILITY AND HUMAN FACTORS Introduction This Consolidated Activities area has an Agency-wide role and deals with safety, security, sustainability and human-factors related challenges and opportunities that need to be addressed in the planning, development and operation of the pan- European ATM network. MAIN AIMS: Develop and introduce mature safety management systems amongst air navigation service providers; Ensure a trusted ATM system protected from any unlawful attempts that could potentially cause disruption to the civil aviation network; Develop socio-economic and environmental activities addressing internal and external sustainability requirements, including civil and military aspects; Drive and enable harmonised and integrated human performance in European ATM as a key factor for safe and efficient ATM operations; Contribute to the validation of OIs. SAFETY, SECURITY, SUSTAINABILITY AND HUMAN FACTORS PORTFOLIO The current portfolio is shown in figure For each individual activity its description provides summaries in terms of objectives, link with Operational Improvements (OI), expected benefits, main Agency tasks, expected achievements, the stakeholders contribution to the work and their related implementation plans, interdependencies with other activities and the associated European working arrangements as well as the name of the responsible EUROCONTROL activity manager. KEY ACTIVITIES: Partnering with stakeholders to identify, nurture, implement and support costeffective pan-european initiatives to improve ATM s safety, security, sustainability and human factors performance: ensuring that stakeholders develop appropriate safety, security, sustainability and human factors cultures, supported by appropriate and efficient management processes and training; integrating military aspects related to safety, security, sustainability and human factors issues in management processes; ensuring that the SESAR Definition and Implementation phases manages safety, security, sustainability and human factors related risks and opportunities appropriately, and to deliver and/or review the relevant SESAR work packages; sponsoring and exploiting applied research initiatives addressing safety, security, sustainability and human factors issues; developing world-class excellence in air transport and ATM-related safety, security, sustainability and human factors expertise to support regulatory requirements and promulgate best-practice; developing and implementing, appropriate indicators and targets for adoption by the Organisation and Agency; supporting ICAO and ECAC expert groups and other relevant international initiatives, relevant to safety; security, sustainability and human factors policy or strategy. PRIORITIES: finalise the Strategic Safety Action Plan (SSAP); implement agreed sustainability and human factors actions; start deployment of the new European Safety Programme (ESP). BENEFITS FOR STAKEHOLDERS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the Operational Improvements (OI) as described in the ATM roadmap. For the period in the figure there are presented the main contributions to EATM network. However, for each individual activity in the paragraph Link with OIs and expected benefits, the contributions related to all three periods are reflected wherever information is available. FOCUS ON 2006 EXPECTED ACHIEVEMENTS The 2006 expected achievements are presented in the figure page 44

45 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS Figure : Safety, Security, Sustainability and Human Factors portfolio Safety management domain European Safety Programme for ATM Security domain Environment domain Human Factors domain and SENSE programme initiative First European ATCO Selection Test Service Figure : Main contributions to EATM network ACTIVITY MAIN CONTRIBUTIONS Safety management domain European Safety Programme for ATM Security domain Environment domain Human Factors domain and SENSE programme initiative First European ATCO Selection test (FEAST) service A systematic and explicit safety management approach needs to be integrated into any operational improvement initiative that will encompass: The demonstration of a consistent and explicit approach to Safety; High level identification and collection of hazards in new operational concepts. This Safety management system approach will also be provided to activities working on the Operational Improvement Clusters and to the SESAR programme. Contributes to improvements on Safety Management and provides support to Safety Regulation that will lead to an improved safety performance of ANSPs and ATM safety regulations within ECAC states. The expected benefits are covering the reduction in the risk of loss of separation and mid-air or ground-ground collision, through the reduction of the likelihood and the severity of the level bust occurrences, runway incursions, unauthorised penetration of airspace, air-ground communications errors and overall human errors. An important contribution that is not directly linked with a single operational improvement but takes the form of enablers that consists of: Security case methodology; European Regional Renegate Information Dissemination System (ERRIDS) -First Type Application and Implementation Plan. Contributes mainly to Airport Operations area of improvement through providing guidance for reduction of noise and gaseous emissions. A thorough understanding of controllers capabilities and limitations are essential for meeting safety, security, efficiency and capacity requirements in future ATM. Human factors will continue to significantly contribute to this understanding and thus to meeting the ATM performance requirements, e.g. by applying Human Factors Cases. Services are instrumental in providing all the necessary information, facilitation and support for ensuring timely performance delivery of the European ATM system. page 45

46 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS Figure : 2006 Expected achievements 2006 EXPECTED ACHIEVEMENTS European Safety Programme for ATM Launch the ESP programme with stakeholders Establish the ESP annual monitoring system based on ECIP/LCIP as well as maturity assessments framework Support the ANSP to meet the SES Common Requirements Improve ATM safety data reports & data flow by mitigation managerial, organisational & legal impediments and through introduction of a just culture environment. Security domain European Regional Renegate Information Dissemination System (ERRIDS) -First Type Application and Implementation Plan NATO/EUROCONTROL ATM Security Co-ordination Group (NEASCOG) programme of work & revised Terms of Reference Human Factors domain and SENSE programme initiative Implement the European Air Traffic Controller licensing scheme (HUM 04) Human Factors roadmap SENSE programme SESAR contribution First European ATCO Selection test (FEAST) service Continuation of the building of the FEAST Service and expansion of its customer base during 2006 to reach a probable total of 18 civil and military users by end 2006 page 46

47 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS Safety management domain OBJECTIVES The Safety Management Domain is responsible for the safety management evolution activities, which aim to further enhance the performance of the overall ATM system through the refinement of the safety management strategy and policy, concept, roadmap for change and the safety architecture. It is also closely linked to R&D at concept and methodological level and provides safety and safety related expertise for the long-term strategy and the necessary operational improvements for the enhancement of ATM system performance. The domain also continues to drive towards implementation activities and remains closely linked to them. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS A systematic and explicit safety management approach needs to be integrated into any operational improvement initiative. This approach should notably encompass: the demonstration of a consistent and explicit approach to Safety; high level identification and collection of hazards in new operational concepts. The Safety Domain should support such safety management approach with an enhanced Safety Assessment Methodology; the identification of specific monitoring and reporting needs; the refinement of reporting and investigation approach, when appropriate; the refinements to the Safety Management principles, when appropriate; safety Case enhancements. Such support will be provided to activities working on the Operational Improvement Clusters and to the SESAR programme. To be noted that additional effort is required to validate and quantify the benefits of each cluster and define safety related needs to further increase the quality of the information available. MAIN TASKS The domain activities will focus on the following subjects: to manage the domain activities, people and resources; establishing a strategy driven, explicit and focused approach to safety management; identification of future safety issues and safety improvement areas; support to the EATM planning process through the development and maintenance of a safety roadmap; provision of enhanced risk assessment methods and tools enabling the verification of the safety merits of the planned operational concepts and changes; ensuring the evolution of SMS by the development and safety management concepts meeting the OI implementation needs; establishing a mechanism for stakeholder consultation on the evolution of the safety management concepts and safety assessment methods in line with the ATM system development; integration of safety in the entire system lifecycle from concept definition, through to the development, implementation, operation and decommissioning; to raise awareness and communicate the benefits/value of safety management domain products (acceptable means of compliance, guidelines, methods, tools, etc.); to consult and support the EATM portfolio (domains, programmes, services) with regard to the integration of safety management within the European ATM performance enhancement activities (e.g. through safety management system and safety case application); to initiate, co-ordinate and manage safety related R&D activities and projects; to develop tentative ECIP objectives for Safety and; to plan and investigate the feasibility of new safety programmes. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. page 47

48 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS EUROPEAN IMPLEMENTATION PLAN New ECIP objectives are planned to be developed following the completion of the SESAR definition phase. STAKEHOLDERS INVOLVEMENT Stakeholders, through their participation in the associated EUROCONTROL working arrangements will monitor, support and validate the developments of the safety management domain. LINK WITH OTHER EATM ACTIVITIES The safety management domain interacts with most of the other activities. WORKING ARRANGEMENTS The safety management domain arrangements are under review. EUROCONTROL FOCAL POINT The activity manager is Mr. J. BEAUFAYS More information can be found on Figure EXPECTED ACHIEVEMENTS OF SAFETY MANAGEMENT Safety Strategy for the future (2007) Input to the ATM Master Plan: outline of a safety plan for the implementation phase (2007) Recommendations and tools for improving the safety occurrence reporting process, when appropriate (2008) Updated safety assessment methodology, when appropriate (2008) Updated Safety Management principles, adapted to new concepts (2009) page 48

49 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS European Safety Programme for ATM (ESP) OBJECTIVES The overall ECAC objective is to improve safety levels by ensuring that the numbers of ATM induced accidents and serious or risk bearing incidents do not increase and, where possible, decrease (ref. ATM Strategy for the Years 2000+). Despite the continuing increase in the use of air transport, which indicates an increase of traffic levels, safety levels have to be maintained or improved over the next period (by 2020). However, there are no indications that quick-fix solutions exists to achieve such an improvement on today s safety rate; instead it must be a continuous and persevering process to implement further safety improvements. The cost for implementing such safety improvements needs to be fully acknowledged by the airspace user so that confidence in the industry continues to be fully assured and its growth is not constrained. If the costs are not acknowledged then it may be difficult to implement safety enhancements. The specific objective of the European Safety Programme is to ensure that all ECAC States take any necessary actions to ensure that enhancements to ATM safety are maximised in the most cost efficient manner and in the shortest possible time. There is a need for all States, Service Providers and airspace users to act in concert to ensure that enhancements are put in place as soon as possible to raise their level of safety, in line with the ECAC ATM Strategy for the Years 2000+, to a common minimum level. Both ANSPs and ATM Safety Regulators should achieve at least 70% safety maturity 22 target by the end of December LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The activity contributes to improvements on Safety Management and provides support to Safety Regulation. Safety must be pro-actively managed. Improvements will be needed and will have to be underpinned by clear and unambiguous procedures backed by training for all those involved. Leadership and commitment in safety management will need to be strengthened and applied consistently throughout the ATM network, as will the monitoring processes. Clear lines of accountability are shown through the ESP implementation Programme. The Common Requirements specified by the European Commission also emphasise the need to deploy appropriate system for the management of ATM safety by service providers. In this framework, safety management system is linked to other management systems related notably to quality and security. It implies also a more formalised approach for the approval of Safety Management System by the National Supervisory Authorities. The overall process contributes to achieving safety requirements through a structured approach. Better understanding of current safety performance throughout the ATM system (operation, management, design) as well as increased quality of safety data used for identifying key risk areas at European level will lead to improved safety performance of ECAC ANSPs. In this context expected benefits are covering the reduction in the risk of loss of separation and mid-air or ground-ground collision, through the reduction of the likelihood and the severity of the level bust occurrences, runway incursions, unauthorised penetration of airspace, air-ground communications errors and overall human errors. MAIN TASKS The main tasks of the programme are focusing on five Activity Fields: Implementation and Support of European Safety Legislation/Regulation by developing and delivering safety management and safety regulation support: such oversight of ESARRs 23 as well as support to ANSPs and NSAs to fulfil the Single European Sky safety commitments, simultaneously with ESARRs commitments; Within this activity field the following major deliverables are forseen in 2006: guidance material for ANSP implementation of ESARRs 23 and SES 24 regulations; generic SMS 25 manual and procedures; practical guidelines for SES implementation; customised Workshops with senior managers from REG and ANSPs. Incident Reporting and Data Sharing by improving incident reporting and data sharing mechanism within the 41 States of ECAC through the implementation of the recommendations made by the page 49

50 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS Director General task Force SAFREP (Safety data reporting and data flow) to alleviate the legal, managerial and organisational impediments;within this activity field the following major deliverables are foreseen in : guidance material on how to establish an incident data collection and analysis system/process within a just culture environment; awareness material/safety publications such as (HINDSIGHT publication, promotion of lessons learned through SAForum, etc.); guidance material on how to interface with judicial systems and legislators; customised Just culture 26 workshops. Risk Assessment and Mitigation in Dayto-Day Operations by supporting the implementation of practical ATM system safety assessments: The SRC 27 and Agency will develop standards, guidance material and give support on SMS elements such as the development of a Risk Classification Scheme to support ATM system design, as part of ESARR 4 (safety requirements for risk assessment and mitigation in ATM) implementation; The following major deliverables are foreseen in : SAM 28 new edition as Proposed/Acceptable Means of compliance to ESARR 4; safety assurance best practices and procedures during changes of ATM system constituents, taking full account of degraded modes of operations. System Safety Defences by supporting the ATCO with safety nets in a more complex traffic environment with demanding traffic increases. This will cover material on cost/benefit analysis, harmonized specifications and operational requirements for ground based safety nets, including training support, as well as the remaining work on feasibility of ACAS RA downlink; Within this activity field the following major deliverables are foreseen by 2008: EUROCONTROL Specifications and guidance material for current generation ground-based safety nets; strategy for evolution of groundbased safety nets; overall, coordinated concept for airborne and ground-based safety nets; policy on ACAS RA 29 Downlink implementation if appropriate. Safety Management Enhancement by developing state-of-the-art safety management best practices, including integration of human factors in SMS, by developing and delivering the Safety Management Training programme as well as short term (shorter than 2-3 years) related R&D activities. Guidance material for different aspects of SMS will be developed by EUROCONTOL Agency. Within this activity field the following major tasks are foreseen in : guidance Material and Processes for SMS practices and procedures, such as critical shift work safety issues (Single Man operations, etc)., guidance material on SMS costs (including staffing); European Action Plan for the Prevention of the Air-Ground Communication Errors, European Action Plan for the Prevention of the Unauthorised penetration of airspaces and if appropriate the European Action Plan for the Prevention of the Human Errors, etc); proposed/acceptable means of Compliance for ESARRs. Training modules of the SMS training 30 ; balanced scorecards by looking at the SMS processes and the products (occurrence reports). EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. 22 Maturity levels aim to measure the capability of ANSPs and Regulators to manage the risks they are responsible for. Three maturity levels have been introduced: Uncertain Starters (less then 35%), Willing Developers (between 35% and 70%) and Confident Adopters (above 70%). 23 EUROCONTROL Safety Regulatory Requirement 24 Single European Sky 25 Safety Management System 26 Just culture - a culture in which front line operators or others are not punished for actions, omissions or decisions taken by them that are commensurate with their experience and training, but where wilful violations and destructive acts are not tolerated 27 Safety Regulation Commission 28 Safety Assessment Methodology 29 Resolution Advisory 30 The details of the SMS training plan are to be found in the ESP implementation programme document page 50

51 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS Figure EXPECTED ACHIEVEMENTS FOR EUROPEAN SAFETY PROGRAMME FOR ATM (ESP) Launch the ESP programme with stakeholders Establish the ESP annual monitoring system based on ECIP/LCIP as well as maturity assessments framework Support the ANSP to meet the SES Common Requirements Improve ATM safety data reports & data flow by mitigation managerial, organisational & legal impediments and through introduction of a just culture environment. Raise the safety management and safety regulatory frameworks in ECAC states to a level of confident adopters ( around 70% or higher) Although SSAP implementation has done much to improve the maturity of safety frameworks within ECAC States more still needs to be done under ESP, particularly in the area of incident reporting and data sharing. There is a need for all States, Service Providers and airspace users to act in concert to ensure that the programme of ATM safety enhancements is maintained. The ultimate expected achievement is to raise the safety management and safety regulatory frameworks in ECAC states to a level of confident adopters by the end of Confident Adopters are defined as having a maturity score of around 70% or higher. EUROPEAN IMPLEMENTATION PLAN The stakeholders implementation programmes are mostly covered by the following ECIP objectives; the agreed pan-european objective SAF01.2 (Implement a safety management system for ATM Service Providers that takes due account of the EC Common Requirements (ref: Commission Regulation (EC) No 2096/2005 of 20 December 2005) with a planned deployment date December 2007; the tentative pan-european objective SAF02 (implement ANS contingency measures); the agreed harmonisation objective SAF03 (Implement a harmonised methodology for incident reporting and data sharing) with planned deployment date May 2007; the agreed pan-european objective SAF04 (Implement measures to reduce the risk of level bust occurrences) with the planned deployment date January 2008; the agreed pan-european objective SAF05 (Implement measures to prevent air/ground communications induced safety occurrences) with the planned deployment date January 2010; the agreed pan-european objective ATC02.2 (Implement ground based safety nets - STCA - level 2) with a planned deployment date December 2008; the tentative pan-european objective ATC02.5 (Implement ground based safety nets - Area Proximity Warning - level 2) with a planned deployment date December 2009; the tentative pan-european objective ATC02.6 (Implement ground based safety nets - Minimum Safe Altitude Warning - level 2) with a planned deployment date December 2009; the tentative pan-european objective ATC02.7 (Implement ground based safety nets - Approach Path Monitor - level 2) with a planned deployment date December 2009; the agreed pan-european objective AOP03 (Improve runway safety by preventing runway incursions) with the planned deployment date December 2008; the agreed pan European objective SRC01 (Implement ESARR1 on safety oversight in ATM) with planned deployment date November 2007; the agreed pan European objective SRC02 (Implement ESARR2 on reporting and analysis of safety occurrences page 51

52 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS in ATM) with planned deployment date January 2002 (currently with the status delayed); the agreed pan European objective SRC03 (Implement ESARR3 on the use of safety management systems by ATM service providers) with planned deployment date July 2003 (currently with the status delayed); the agreed pan European objective SRC04 (Implement ESARR4 on risk assessment and mitigation in ATM) with planned deployment date April 2004 (currently with the status delayed); the agreed pan European objective SRC05.1 (Implement ESARR 5 on ATM Services personnel) with planned deployment date November 2003 (currently with the status delayed); the agreed pan European objective SRC05.2 (Implement ESARR 5 on ATM services personnel (engineering and technical personnel)) with planned deployment date April 2005 (currently with the status delayed); the agreed pan European objective SRC06 (Implementation of ESARR 6 on software in ATM systems) with planned deployment date November Other ECIP objectives are only partially covering at the SLoA level the requirements set out in the ESP, while the remaining requirements not fitting within the scope and timescale of ECIP reporting is dealt separately with the stakeholders through SRC and Safety Team activities. STAKEHOLDERS INVOLVEMENT States ATM regulators, ANSPs, aircraft operators, ICAO, JAA, EUROCONTROL, The European Commission and ATM related associations will all be contributing to the successful implementation of the ESP. Implementation monitoring will as far as possible be achieved through the ECIP/LCIP monitoring process. An annual measurement will be also carried out for the recommendations not fitting the ECIP/LCIP scope during the safety maturity measurements to avoid unnecessary local workload. National programme contact persons will be used for consultation and monitoring measurement. Regular progress reports will be made to the EUROCONTROL Provisional Council, ICAO and other bodies for their review. Stakeholders Reports will also be issued at regular intervals. Close contact will be maintained with all relevant international organisations, ANSPs, airports and airspace users to maintain their commitment and ensure implementation progress. LINK WITH OTHER EATM ACTIVITIES The programme has interdependencies with the safety management domain, the SENSE programme, the data processing domain, the human factors domain, the airport operations programme, the airport operations domain, the EEC R&D safety programme and the Safety Regulation Commission (SRC) work programme. WORKING ARRANGEMENTS A mature Project Management Structure has been established for ESP to allow all stakeholders involvement. The structure comprises of an Implementation Coordination Group (ICG), chaired jointly by the Agency and the SRC and a Thread Leaders Group, consisting of the Coordinators from each of the Five Activity Fields, chaired by the Programme Manager. For ESP implementation each State and ANSP will have nominated ESP Contact Points (one for safety management and one for safety regulation) for the entire life cycle of the programme. The ESP programme consults EUROCON- TROL bodies such as the Chief Executives Standing Conference (CESC), the Civil Military Interface Committee (CMIC) and the Stakeholders Consultation Group (SCG) and reports to the SRC and the Safety Team who act as Programme Steering Groups respectively for safety regulation and safety management elements of the programme. EUROCONTROL FOCAL POINT The activity manager is Mr. Antonio LICU (antonio.licu@eurocontrol.int) More information can be found on the Eurocontrol web site: page 52

53 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS Figure : ANSP EXPECTED ACHIEVEMENT BY DEC 2008 Figure : SAFETY REG EXPECTED ACHIEVEMENT BY DEC 2008 page 53

54 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS Human factors domain and SENSE programme initiative OBJECTIVES The domain addresses all ATM-related human aspects for corporate decisionmaking, to ensure that the management of human issues is naturally considered at strategic and operational levels.to ensure that new technologies and operational procedures provide the expected benefits from the moment of implementation, it is of high importance that all human performance and training issues are sufficiently addressed and managed as early as possible.this means that to ensure safe and efficient ATM operations, all staff requirements (numbers, performance...) should be addressed and the future roles and responsibilities of ATM staff should be defined and implemented. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period it is to be mentioned an important contribution that is not directly linked with a single operational improvement but takes the form of enablers that contribute to more than one operational improvement. These contributions consist of: Human Factor Cases. A thorough understanding of controllers capabilities and limitations are essential for meeting safety, security, efficiency and capacity requirements in future ATM. Human factors will continue to significantly contribute to this understanding and thus to meeting the ATM performance requirements, e.g. by applying Human Factors Cases. SENSE programme will fulfil a number of direct needs and requirements of ANSPs, like a harmonised English language proficiency test, the integration of Human Factors into Safety Management Systems and support for change and transition processes; Significant support to SESAR definition phase by taking W- and O-level responsibilities in the Human Resources Work Package 1.7. For the period a direct contribution will be provided to the following operational improvement cluster: Dynamic ATC Centre Management by timely selection and training of ATM operational staff and optimisation of rostering schemes. To be noted that additional effort is required to validate and quantify the benefits of each cluster for further increase the quality of the information available. MAIN TASKS To achieve the strategic objectives, the main domain evolution activities are focusing on: managing the development and updating of the HUM domain strategy, roadmap and policies; raising awareness and communicating the benefits/value of HUM products; initiating, coordinating and assessing HUM domain related R&D activities and projects; consulting and supporting the EATM portfolio (domains, programmes etc.) in regard to the integration of human issues within the European ATM, including the active use and facilitation of the HF Case and the Human Factors Laboratory at EEC; updating and maintaining the existing HUM deliverables and providing product user support; providing technical expertise and support to the European Commission Single European Sky initiative for the implementation of a European ATCO licensing scheme and its related training material; developing future HUM concepts as prerequisites for the launch of new HUM programmes and services; contributing to SESAR Definition Phase WP 1.7- Human Resources, by ensuring that an appropriate development and integration of human issues is taken into account when defining the operational, technical, organisational and legal structure of a European ATM Network. Therefore, the Human Factors domain will actively contribute to the human factors and human resources related issues, clustered into three tasks: Human Factors impacts (WP 1.7.1) and Social Factors (WP 1.7.3) having O (operational) level responsibility; page 54

55 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS Recruitment, Training, and Licensing (WP 1.7.2) having W (work) level responsibility. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The stakeholders will implement and apply principles defined in the Human Resources Domain Strategy. In the medium-term, stakeholders implementation plans are defined through the following ECIP objectives; The agreed pan-european objective HUM01 (Ensure timely availability of controllers) with a planned deployment date December 2007; The agreed harmonisation objective HUM02 (Implement harmonised selection, recruitment, training and development of ATM staff ) with planned deployment date December 2007; The agreed harmonisation objective HUM03 (Fully integrate human factors into the lifecycle of ATM systems) with planned deployment date December 2007; The agreed harmonisation objective HUM04 (Implement the European Air Traffic Controller licensing scheme) with planned deployment date November STAKEHOLDERS INVOLVEMENT Stakeholders, through their participation in the associated EUROCONTROL working arrangements will monitor, support and validate the developments of the human factors domain. LINK WITH OTHER EATM ACTIVITIES All domains and programmes are dependent directly and indirectly on the domain for the development and integration of human performance and training issues. WORKING ARRANGEMENTS The Human Resources Team (HRT) is the primary stakeholder consultation body to provide advice on the human factors domain strategy, work plan and deliverables. EUROCONTROL FOCAL POINT The HUM Domain activity manager is Mr. M. Barbarino: (manfred.barbarino@eurocontrol.int) Further information on the domain and related publications can be found on the EUROCONTROL web site: Figure EXPECTED ACHIEVEMENTS FOR HUMAN FACTOR DOMAIN AND SENSE PROGRAMME INITIATIVE Ensure timely availability of controllers (ECIP HUM 01) Implement harmonise selection, recruitment, training and development of ATM (HUM 02) Fully integrate human factors into the lifecycle of ATM system (HUM 03) Implement the European Air Traffic Controller licensing scheme (HUM 04) Licensing, certification and competency for ATM staff Human Factors roadmap SESAR workpackage Human Resources SENSE programme page 55

56 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS Security domain OBJECTIVES Security concerns those measures taken to guard against unlawful interference, by emerging threats, with air traffic management. Since the tragic events of 11th September 2001, EUROCONTROL has addressed security implications for air traffic management across Europe. Through close co-ordination with the aviation industry, it has developed four strategic security initiatives: sharing of civil and military air traffic management related information; creation of a focal point for essential civil air traffic management information; improvement of communication with aircraft including the need for encrypted data; review of air traffic procedures and training concerning unlawful interference with aircraft. The objectives of the security domain activity are to address the pre-implementation stages of these four strategic security initiatives, in close co-ordination with NATO, the European Civil Aviation Conference (ECAC), the Commission of the European Community, airspace users, the military, the International Federation of Airline Pilots Associations (IFALPA), and the International Federation of Air Traffic Controllers Associations (IFATCA). LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period it is to be mentioned an important contribution that is not directly linked with a single operational improvement but takes the form of enablers that contribute to more than one operational improvement. This contribution consists of: Security case methodology; ERRIDS 31 First Type Application; ERRIDS Implementation Plan; To be noted that additional effort is required to validate and quantify the benefits of each cluster for further increase the quality of the information available. MAIN TASKS The main tasks of the security domain activity are related to: Radar information sharing. It will review the feasibility of radar data exchange taking into account the implementation of Mode S SSR, assess radar coverage in Europe and assess modalities for maintaining aircraft tracking; Validation of European focal point for ATM information. It will determine information flow requirements and validate feasibility by means of pre-operational testing with a view of implementation; Validation of secure infrastructure. It will determine and validate alternative methods for providing alert of and information about an unlawful interference with an aircraft; Harmonisation of civil/military operational procedures and training. It will develop ATM security policy guidance for approval, review and exercise existing civil/military ATC procedures and develop and propose any required amendments; Development of an ATM Security Management System. It will determine the scope and methods to develop and implement an ATM Security Management System; Development of high level security case concept. It will deliver a generic security case concept for Europeanwide application based on validation results. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN A European implementation plan will be developed based on the outcomes of an on-going business case and will lead to the specification of ECIP objectives. The ATM security policy has been endorsed by the NATO North Atlantic Council. The distribution of the ATM security policy guidance document to member States has been supported by the Provisional Council. STAKEHOLDERS INVOLVEMENT The definition and analysis of Stakeholders involvement is in progress and forms part of the modalities and rules to be agreed and established for a European focal point to support fast decision making in case of ATM related terror- page 56

57 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS ist activities. Initial contacts have been established with National governmental authorities (e.g. Ministries of Transport, Justice, Defence and Internal Affairs), NATO, Civil and Military ATC, Airlines, US Homeland Defence, Police Authorities and others. LINK WITH OTHER EATM ACTIVITIES Links with other activities will be established within the scope of the ATM security case application (e.g. ADS-B) and as part of the ATM Security Domain Action Plan. WORKING ARRANGEMENTS A joint NATO/EUROCONTROL Air Traffic Management (ATM) Security Co-ordination Group (NEASCOG) supports the strategic initiatives and action plans and acts as the main stakeholder consultation body. Close co-ordination with the ECAC Security Working Group is also established. EUROCONTROL FOCAL POINT The current focal point for ATM Security developments is Mr. R. Koelle (rainer.koelle@eurocontrol.int) More information can be found on the EUROCONTROL web site: blic/standard_page/cb_security.html 31 European Regional Renegate Information Dissemination System 32 NATO/EUROCONTROL ATM Security Co-ordination Group Figure EXPECTED ACHIEVEMENTS FOR SECURITY DOMAIN ERRIDS First of Type Application ERRIDS Implementation Plan ATM Security Case Model - proposed version ATM Security Management System NEASCOG 32 programme of work & revised Terms of Reference Proposal for amended ICAO regulation page 57

58 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS Environment domain OBJECTIVES The aim of the environmental domain is to work towards the long-term sustainability of air traffic operations in the ECAC States. It will do so by promoting harmonised ATM developments that help to mitigate adverse environmental impact; seeking to minimise ATM-related operational impacts; monitoring the environmental performance of the European ATM network and supporting the regulatory compliance of ATM activities. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period the domain will directly contribute to the following operational improvement clusters: Arrival and departure support with P-RNAV by providing guidance for reduction of noise and gaseous emissions. For the period a direct contribution will be provided to the following operational improvement clusters: Integrated sequence management applications +ATSAW by enabling procedures for more fuel efficient operations. To be noted that additional effort is required to validate and quantify the benefits of each cluster for further increase the quality of the information available. MAIN TASKS The main activities of the environment domain are as follows: Domain management. It includes concept, strategy, policy and formal stakeholder consultation; support to the Agency s ATM stakeholders, including general stakeholder liaison and co-ordination, support to international policy development including relations with ICAO, ECAC, the EC and ESA, R&D co-ordination, and awareness and marketing activities; Development of an appropriate environmental management framework for ATM for the strategic, planning and operational activities within the Agency so that environmental aspects become a natural and integrated element in the decision-making process. This could form the basis on which to develop an appropriate environmental management framework for pan-european ATM in general; Environmentally sustainable airport operations will collect, analyse and qualify current and future best practices and plans for maximising the environmental capacity of airports; promote their widespread use (guidelines); develop a conceptual model for calculating the environmental capacity of an airport or airport systems; support processes to better understand the effects of ATMrelated environmental impact at airports; develop and evaluate noise abatement procedures; identify and develop new concepts for improving environmental performance at airports; Development and promotion of environmentally sustainable air traffic operations, including environmental aspects of airspace capacity and carrying out studies to understand better the various factors (technical, operational, social, economic) that drive environmental performance so as to identify and develop new concepts for sustainable improvements across the pan-european ATM network; Harness existing tools and methodologies within the Agency and European ATM to nurture a unique service to deliver aircraft emissions and flight efficiency estimates based on air traffic movement data, meeting the needs of both internal and external stakeholders; The above activities will commission applied research and development, as appropriate, to achieve a better scientific understanding of air traffic s environmental impact; to promote the development of methodologies to provide airport and airspace decision makers with tools that improve their ability to trade-off among various environmental and other drivers, and to investigate new concepts with a view to achieving environmental improvements. page 58

59 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS EUROPEAN IMPLEMENTATION PLAN Stakeholders implementation plan are defined by the following ECIP objectives; the tentative harmonisation objective ENV01 (Implement Basic Continuous Descent Approach (BCDA) procedures) with planned deployment date January 2008; the tentative harmonisation objective ENV02 (Implement Collaborative Environmental Management (CEM) at airports) with planned deployment date January EUROCONTROL FOCAL POINT The activity manager is Mr. A. Watt: More information can be obtained from the EUROCONTROL WEB site: STAKEHOLDERS INVOLVEMENT Stakeholders, through their participation in the associated EUROCONTROL working arrangements will monitor, support and validate the developments of the environment domain. LINK WITH OTHER EATM ACTIVITIES Environmental issues cut across many areas of activities, such as airspace management, navigation (including GNSS) and airport operations domains.the aeronautical information management and air traffic control domains are involved in the development of tentative performance indicators. Training issues will be co-ordinated with the EUROCONTROL Institute of Air Navigation Services (IANS) and the human resources domain. WORKING ARRANGEMENTS A working arrangement specifically devoted to the environment domain is in preparation. Environment related issues are addressed and co-ordinated through the ATM/CNS Consultancy group (ACG) in the meantime. page 59

60 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS First European ATCO Selection Test (FEAST) service OBJECTIVES The purpose of the new FEAST Service is to provide a value-adding, scientifically sound, harmonised and cost effective tool to ANSPs for the selection of ATC trainee (ab-initio) controllers in line with SLoAs in the ECIP Objective HUM The tool is customisable and adaptable to meet the specific and varied recruitment and selection processes used by ANSPs throughout the ECAC area.the tool is provided as part of the FEAST Service which consists of the technical means of delivery to User ANSPs, full implementation support, helpdesk service to Users and participation in FEAST User Group activities and benefits. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS Ensuring timely performance delivery of the European ATM system is the result of performance monitoring, performance driven planning, timely identification, development and deployment of Best Practices and Operational Improvements and above all strong collaboration between all Stakeholders. The EATM Functions and Services are instrumental in providing all the necessary information, facilitation and support for this process. MAIN TASKS To achieve the strategic objectives, the main FEAST service activities focus on development and implementation of: User support in the planning, customisation and implementation of FEAST (consultation, co-ordination and technical advice; user and administrator training); A centralised infrastructure and service resources for the provision of support to customers and for the maintenance of the infrastructure at EURO- CONTROL (on-going technical support of the FEAST platform and the FEAST database); A functional helpdesk for the application; Continuing evolution and development of the product and service (technical and application improvements and changes, upkeep / maintenance and validation activities, development and integration of new tests) which will be driven by user needs; FEAST User Group (FUG) sponsorship and facilitation. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN Customers / users will be responsible for the purchase and maintenance of their own internal hardware and software at their premises required to run FEAST including all associated internal communication and infrastructure costs and any additional costs associated with enhancements or other services not required or agreed within FUG (FEAST User Group). It has been decided there will be no charge for the FEAST Service for a period of three years starting from Thereafter a review of this position will be undertaken by EATM senior management. STAKEHOLDERS INVOLVEMENT ANSP s may at any time ask the Agency to use the FEAST product and benefit from the FEAST Service. Thereafter, the stakeholders involved are defined as the authorised FEAST users. They will participate in a FEAST User Group which will constitute the means of participating in future decisions regarding the FEAST service. LINK WITH OTHER EATM ACTIVITIES The FEAST service is a separate activity but is linked to activities and work packages in the Human Factors Domain, in particular training and licensing and SESAR work area 1.7. WORKING ARRANGEMENTS The FEAST service is managed and supported by the FEAST service management in EATM. EUROCONTROL FOCAL POINT The FEAST Service Manager is Mr. F. Chetcuti: (fidel.chetcuti@eurocontrol.int) More information can be obtained from the EUROCONTROL website 33 Implement harmonised selection, recruitment and training of ATM staff. page 60

61 3.4 SAFETY,SECURITY,SUSTAINABILITY AND HUMAN FACTORS Figure EXPECTED ACHIEVEMENTS OF FIRST EUROPEAN ATCO SELECTION TEST (FEAST) SERVICE Continuation of the building of the FEAST Service and expansion of its customer base during 2006 to reach a probable total of 18 civil and military users by end 2006 Continuation of the FEAST Service delivery and consolidation / building of the customer base page 61

62 3.5 NETWORK EFFICIENCY IMPROVEMENTS 3.5 NETWORK EFFICIENCY IMPROVEMENTS Introduction Network Efficiency incorporates activities that contribute to the optimisation of the ATM organisation and the use of the airspace so as to achieve a continuum for ATM purposes. It helps the consolidation of pan-european ATM resources and airspace configuration in a shared environment that incorporates dynamic and proactive management based on current best practice and future techniques. To that end, it develops route network design and supports the sectorisation of both en-route and air terminal airspace to attain a dynamic airspace based on multioption routes. MAIN AIMS: Maximise utilisation of the ATM gateto-gate network, at ECAC, regional and local levels, through a cohesive set of incremental improvements to the ECAC airspace structure, management and use; Facilitate provision of a coherent set of enhancements based on collaborative, interactive, real-time network management structure that supports seamless, safe and efficient operation of aircraft. NETWORK EFFICIENCY PORTFOLIO The number of activities in the portfolio varies over time and encompasses work that ranges from domain evolution to service provision based on operational needs to meet future or new stakeholder requirements. Each EATM activity could have impacts on more than one core process but is retained where the key deliverables bring the most important feature. The current portfolio is shown in figure For each individual activity its description provides summaries in terms of objectives, link with Operational Improvements (OI), expected benefits, main Agency tasks, expected achievements, the stakeholders contribution to the work and their related implementation plans, interdependencies with other activities and the associated European working arrangements as well as the name of the responsible EUROCONTROL activity manager. KEY ACTIVITIES: Implement ECIP objectives within timeline agreed with stakeholders; Coordinating and facilitating implementation of 8.33kHz and 8.33kHz expansion channel spacing in the ICAO EUR region by 2010; Delivering and facilitating implementation of Dynamic Management of the European Airspace Network (DMEAN)4 in collaboration with CFMU; Implementing the Controlled and Harmonised Aeronautical Information Network (CHAIN) by ; Establishing collaborative, interactive real-time network management and planning for enhanced airspace utilisation to deliver maximum efficiency and further enhance capacity by PRIORITIES: Progress DMEAN programme coordination focused on short and medium term capacity delivery; Complete implementation of 8.33kHz frequency separation; Progress collaborative civil/military airspace planning; Enhance operations based on the introduction of an organisational structure incorporating CDM to enable controlled and harmonised decision network; Exploit concepts such as FUA or data links to enable seamless operation in a flexible, free routing environment; Ensure that most efficient use is made of available infrastructure in the air and on ground through interoperable systems enabling real-time shared view on traffic demand for all planning phases; Align Network Efficiency Consolidated Activity area with SESAR Programme. BENEFITS FOR STAKEHOLDERS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the Operational Improvements (OI) as described in the ATM roadmap. As presented in chapter ATM performance activities benefits, the expected ATM benefits have resulted from the implementation of three sets of OIs clusters related to three slice periods , and within five areas of improvements. Each activity could impact more than one Operational Improvement cluster thus more than one area of improvement. For the period in figure page 62

63 3.5 NETWORK EFFICIENCY IMPROVEMENTS have been presented the main contributions to EATM network and emphasised the interrelations with other areas of improvements. However, for each individual activity in the paragraph Link with OIs and expected benefits, the contributions related to all three periods are reflected wherever information is available. Figure : Network Efficiency portfolio Aeronautical Information Management Domain Airspace Management - Route Network Development Airspace Organisation and Management - Airspace Management Dynamic Management of European Airspace Network (DMEAN) Cartographic service Airspace Organisation and Management - Airspace Modelling 8.33 khz Programme Controlled Harmonised Aeronautical Information Network (CHAIN) European AIS Database Support to Clients service Capacity Enhancement Function page 63

64 3.5 NETWORK EFFICIENCY IMPROVEMENTS Figure : Main contributions to EATM network MAIN CONTRIBUTIONS AREAS OF IMPROVEMENTS TO EATM NETWORK NETWORK AIRPORT EFFICIENCY OPERATIONS AIRSPACE MANAGEMENT IMPROVEMENTS Dynamic Management of European Airspace Network (DMEAN) programme develops procedures for : using airspace and route structure efficiently in relation to traffic demand; adapting the capacity offered to the expected traffic demand. Airspace management domain: ensures a more flexible use of airspace structures, including better management of permanent routes, conditional route and temporarily segregated areas with respect to variations in traffic flows; provides procedures for collaborative airspace management in support of satisfying demand. Route Network Development domain provides a route structure, including conditional routes that are more flexible and adaptable in use with respect to variations in traffic flows. Airspace modelling domain provides quantified operational analysis for development of European Airspace and route networks. Increased operational effectiveness (more direct routes, reduced En-route flight time) and capacity benefits are direct results from the operational improvements to airspace structures and route networks. Capacity enhancement function contributes directly to activities/deliverables for Network Efficiency, Improved capacity data and planning, Performance monitoring and improvement of DMEAN operations, Pan-European network situation as well as for ATM Strategy and Planning khz programme aims to alleviate VHF congestion in the band MHz, thus acting as an important enabler for operational improvements, such as re-sectorisation. AERONAUTICAL INFORMATION IMPROVEMENTS Aeronautical information management domain facilitates the timely provision of accurate Aeronautical Information. Aeronautical information management domain ensures the provision and free exchange of quality assured information necessary to support the present and evolving ATM systems managed on a system-wide basis (SWIM). Aeronautical information management domain contributes globally to the operational improvements by providing a timely availability of cost / effective suitable System Wide Information Management (SWIM) practices throughout ATM community. Controlled Harmonised Aeronautical Information Network (CHAIN) implements quality and efficiency improvements to the AIS data processing chain through automation and reduction or elimination of repeated processing, correction and quality checks at transaction points. EAD support to client service and Cartography service are instrumental in providing all the necessary information, facilitation and support for ensuring timely performance delivery of the European ATM system. Global contribution to all Operational Improvements page 64

65 3.5 NETWORK EFFICIENCY IMPROVEMENTS Figure : 2006 Expected achievements 2006 EXPECTED ACHIEVEMENTS Aeronautical information management domain Aeronautical Information Exchange Model (AIXM)-Version 5, with xnotam capabilities; Pan-European Airport Capacity and Delay Statistic (PACS) - Development & Business Case, Awareness Material & Operational Validation Enhancements and adaptations of electronic AIP Specification & Computer based Training Technical and operational requirements for NOTAM; Terrain and Obstacle electronic Data(TOD) information and awareness material; Airspace management domain: AOM Domain Management Updated ECAC ASM Handbook in line with the European Union Regulation on Flexible Use of Airspace Update the Guidance document for Flexible Use of Airspace implementation in line with the European Union Regulation on Flexible Use of Airspace Airspace Management Annual Report on agreed ECIP objective AOM11 on FUA to lower airspace Annual Report on tentative ECIP objective AOM12 on FUA and dynamic airspace Management Annual Report on agreed ECIP objective AOM16 on civil-military airspace planning with Neighbours ATM Procedures Draft Amendments to ICAO Doc 7030/4 EUR, addressing Airspace Classification and Airspace Management Directions for Change; R & D Co-ordination Maintenance of Technology Watch Register; Route Network Development domain Airspace design concept (Advanced Airspace Scheme development ) Contribution to DMEAN short-term applications: development/validation/benefits assessments of pre-define route scenario ; Terminal airspace concept (CDA) & Terminal airspace RNAV applications Airspace modelling domain Fast Time Simulation (FTS) Studies to be completed (Dublin West, Regional Swiss Upper Airspace, Maastricht UAC Airspace New Sector) CDR Analysis Module fully integrated System for Airspace Analysis at Macroscopic Level (SAAM) : RNDSG 34 User Version development & Start of SAAM Version 4 & SAAM Studies to support FAB developments Operational Analysis tool FIND upgraded Develop System Modelling analysis and upgrade of DAS/AFN modelling infrastructure Dynamic Management of European Airspace Network (DMEAN) Master Schedule for Development and Implementation towards DMEAN CONOPS CBA, Validation, Safety Case, Human Factors, Environment Initial Consolidated Capacity Planning Process Initial Summer Network Operational Plan Consolidated Airspace Design/ASM/ATFCM process Improved link between airports and Network Improved information exchange Incremental further operational improvements Controlled Harmonised Aeronautical Information Network (CHAIN) Convert tentative ECIP action into agreed action INF05 (Improve end-to-end integrity of aeronautical data) Support SES Interoperability Mandate work for Aeronautical Data Integrity 8.33 khz programme 15 conversions (above FL245), i.e. resulting in 71 conversions on HEX programme. Go/delay decision on above FL195 PC recommendation on below FL195, subject to SCG feedback plus alignment with EC mandate work; EAD support to client service Migration of ECAC civil data providers Cartography service Self-sustainability of the Cartography Service 34 Route Network Development Sub-Group page 65

66 3.5 NETWORK EFFICIENCY IMPROVEMENTS Aeronautical information management domain OBJECTIVES The EUROCONTROL ATM Strategy for the years requires that Aeronautical Information Services (AIS) are enhanced within the ECAC region to support all phases of flight, from strategic planning through to the archiving of the data post flight. ATM is increasingly becoming information-driven, and requires access to global on-line, real-time, quality managed aeronautical information. Aeronautical Information Management (AIM) is the successor of AIS and envisages transition from product centric to information centric to provide the right information at the right place and the right time. The AIM Domain will initiate the activities required to promote the development and management of all information relevant to airspace users, air traffic service providers, airline operators, and all other users of aeronautical information, in order to implement System Wide Information Management (SWIM). LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period the domain will directly contribute to the following operational improvement clusters: Collaborative Capacity Management by facilitating the timely provision of accurate Aeronautical Information; Airport Situational Awareness and Runway Incursion Alert System (RIAS) by ensuring the provision and free exchange of quality assured information necessary to support the present and evolving ATM systems managed on a system-wide basis (SWIM). It is to be mentioned an additional contribution that is not directly linked with a single operational improvement but takes the form of enablers that contribute to more than one operational improvement. This contribution consists of: Timely availability of cost / effective suitable System Wide Information Management (SWIM) practices throughout ATM community. For the period a direct contribution will be provided to the following operational improvement clusters: Shared Pan European Network Situation by facilitating the efficient sharing of demand, capacity, and regulation information and facilitating standardisation and provision of aeronautical information to all stakeholders, including air defence; Integrated 4D Airport Operations by facilitating system wide aeronautical information sharing in support of 4D operations. To be noted that additional effort is required to validate and quantify the benefits of each cluster for further increase the quality of the information available. MAIN TASKS The main tasks of the AIM Domain are to focus on initiate, define, describe, and further develop, the AIM Domain strategic role as a key enabler for ATM interoperability and implementation of the System - Wide Information Management (SWIM) concept.the ATM strategy requires that Aeronautical Information is enhanced to meet safety and operational requirements and to support all phases of flight. In this context the AIM Domain will increasingly be required to extend its scope of activities and to broaden cooperation with other areas of ATM. These activities are directed at the evaluation and initiation of improvements that subsequently gain agreement by States. In particular, the following areas will be addressed: STRATEGY AND CONCEPT development and regular maintenance of the AIM strategy to provide long - term vision of the Domain s evolution towards a global Information Management Strategy and implementation of the SWIM concept. identification and early development of new technical and operational concepts - most activities for R&D will be derived from the AIM Strategy and will provide support for the early introduction of System- Wide Information Management (SWIM) capability necessary, interalia, to facilitate Information Sharing page 66

67 3.5 NETWORK EFFICIENCY IMPROVEMENTS and Collaborative Decision-Making (CDM). Key tasks include the definition and development to proof-ofconcept stage of supporting components of the following projects: Open Geospatial Interoperability that will support the evolution towards geospatial Aeronautical Information automation, open geospatial data exchange, standardisation and information management within a distributed computing environment; Data modelling activities that will harmonise and coordinate work related to data modelling of Aeronautical information; including AIS, Airport operations and aviation meteorology (MET); Airport Mapping will concentrate on standardisation of airport mapping databases in an open distributed computing environment. The aim is the development of a global infrastructure to support a range of applications including surface movement and guidance, runway incursion warnings, capacity modelling and environmental management; Data modelling activities, as part of pan-european Airport Capacity and Delay Statistics platform (PACS), which was developed based on a request from our stakeholders (Capacity Planning Workshop, Brussels, 9 Sept. 2004). PACS is an airport operations information management system that aims at improving the quality and exchange of airport operations information in the scope of pan- European ATM Planning, while ensuring direct connection with local airport data providers. PACS also ensures entire inter-operability and compliance with Airport Mapping and other data exchange model developed in the scope of SWIM (e.g. Met), leading by that way to the fully integrated AIM System available for the Agency and its stakeholders; Aeronautical Data Lexicon encompasses the work that defines terms used to describe the meaning of the data in a data model, which serve both to improve the quality of the information and the interoperability between the systems; Meteorology (Met) is a key information component of ATM with significant impact in terms of disruption of operations. In consequence the present capabilities of Met must be exploited and new ones created within the context of Aeronautical Information Management to demonstrate the early benefits for the ATM community that can derive from MET at minimal or low cost; SWIM with its associated plethora of information provided by many actors from a multitude of domains will be a challenging concept to realise. The AIM strategy notes that the realisation of AIM is the first step in the implementation of SWIM. Many of the activities initiated and progressing in the AIM Domain are essential components. The starting element will be the development (2008) and implementation (2012) of an AIM proof of concept. Further building on this concept, through the extension of the scope and development of rules and procedures, will provide the foundation for reaching SWIM implementation (2018); EAD Strategic evolution and role will be analysed taken into consideration the Directions for Change defined in the AIM strategy. domain architecture - One of the objectives is to define the AIM Manager component in the frame of the overall ATM/CNS target architecture(oata). Through this activity the AICM data model is examined, adopted and/or complemented by other domains, and the concepts of AICM are integrated in the global model. By standardising the interfaces between Aeronautical Information and other ATM systems, interoperability will be improved. domain competency requirements aims at enabling the following objective- The definition of the human resource activities necessary to achieve the future Aeronautical Information environment by defining the staff competency requirements associated with AIM. maintenance of domain deliverables - to ensure existing domain deliverables are kept up-to-date (in particular, those developed by the former AIS AHEAD programme) and to ensure a data monitoring service; A particular attention will be given to page 67

68 3.5 NETWORK EFFICIENCY IMPROVEMENTS data models, the electronic AIP (e- AIP), data monitoring, and Skyview proof-of-concept platform for geospatial visualisation. support to other activities - it includes advisory work, co-ordination and preparation of deliverables to: internal activities, such as, Dynamic Management of the European Airspace Network (DMEAN) programme, EATM Stakeholder Implementation Service, ECIP process and Overall ATM/CNS Target Architecture function; external activities: Support to Single European Sky initiative with regards to the data integrity mandate and the European AIP for the Upper Airspace region mandate; Joint EUROCONTROL-FAA AIM related projects and Action Plan in the frame of the Memorandum of Co-operation; Support to ICAO EUR/NAT FASID and ANP support; Global AIS Congress. stakeholders communication - include support to AIM domain working arrangements, communication and marketing activities; other activities - such as training, common work programme development with the FAA and AIM related civil-military co-operation. Programme/service definition and initiation and programme/service planning and feasibility activities are in progress to initiate two new programmes: XNOTAM in The main objective is to bring the temporality to aeronautical information be used in airborne or ground-based systems, to augment and in time replace the venerable NOTAM. The xnotam concept will reflect the investments already made in information systems and in consequence will be fully (backward) compatible with the current NOTAM system; Terrain and Obstacle Data implementation - foreseen for 2008 as a consequence of and in compliance with the Amendment 33 to ICAO Annex 15 that introduced for the first time requirements for Terrain and Obstacle electronic Data (TOD). The AIM domain in conjunction with the NAV Domain, will establish an awareness, facilitation and assistance to implementation project or programme similar to the EPIC project established for WGS84 implementation. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The stakeholders will implement the evolution from AIS to AIM as defined in the AIM Strategy. The main Strategic Aim for the period up to 2018 is: To achieve a uniform and efficient aeronautical information management structure, based on system wide information management, to support all phases of flight. The ultimate goal of AIM is to evolve into generic Information Management (IM) which is the full implementation of System Wide Information Management (SWIM). This will be a global, distributed aeronautical data management environment, managing the aeronautical content (format, timeliness, collection, checking, distribution, etc.) as well as the technical elements (storage, consistency of data bases, global interfacing, etc.). IM will include fully AIM while also encompassing all other ATM information management functions not already incorporated in AIM, though responsibility for the individual element that together will constitute IM will remain with the current owning domain(s). Achieving full SWIM based IM operation will take time. Proof(s) of concept will be needed to achieve the required buy-in and to establish the necessary institutional requirements (sovereignty, ownership, liability, etc) that will need to be addressed. In this respect AIM can be seen as the proof of concept for IM and in consequence SWIM, the evolution of which is foreseen in the time-frame. In consequence and to give time to build the necessary consensus, and agree the necessary institutional rules under which the system will operate, IM will probably be implemented in the 2018 and beyond time-frame. The transition is illustrated on figure In the short and medium term, stakeholders implementation plans are defined through the following ECIP objectives: the agreed harmonisation objective page 68

69 3.5 NETWORK EFFICIENCY IMPROVEMENTS Figure EXPECTED ACHIEVEMENTS OF AERONAUTICAL INFORMATION MANAGEMENT DOMAIN Aeronautical Information Exchange Model (AIXM)-Version 5, with xnotam capabilities Aeronautical Information Exchange Model (AIXM)-Version 5 + (plus) Pan-European Airport Capacity and Delay Statistic (PACS) - Development Pan-European Airport Capacity and Delay Statistic (PACS) - Business Case, Awareness Material & Operational Validation PACS-AMXM Inter-operability Enhancements and adaptations of electronic AIP Specification Computer based Training for Electronic AIP Development of a proof of concept for AIM as a foundation to implement SWIM Following the AIM Concept functional definition, adapt and extend Common AIS Staff Profiling (CASP) guidance to cover competency requirements of all AIM functions Technical and operational requirements for NOTAM NOTAM Business case Terrain and Obstacle electronic Data(TOD) information and awareness material Terrain and Obstacle electronic Data(TOD) Technical guidance & assistance Terrain Business case Figure : AIM evolution and roadmap Increasing Information Scope IM Strategy AIM Strategy Annex 15 Traditional AIS - Product oriented - Limited scope Aeronautical Information Management AIM - Data oriented - Increased scope - Follows SWIM principles - Guides AIS to AIM transition Information Management IM - Scope includes all ATM data - Fully SWIM based - Single, merged strategy for AIM and SWIM = IM strategy - Guides transition to desire IM end-state page 69

70 3.5 NETWORK EFFICIENCY IMPROVEMENTS INF03 (Implement improved aeronautical information) with planned deployment date December 2005; the agreed harmonisation objective INF04 (Implement integrated briefing) with planned deployment date December 2005; transitional arrangements will extend until 2006; the tentative pan-european objective INF05 (Improve end-to-end integrity of aeronautical data) with planned deployment date December 2007; This objective will be reviewed in the context of the Single European Sky Mandate on Data Integrity currently under development; the tentative pan-european objective under development INF06 (Enhance human resources management in AIS/MAP and associated ARO functions) with planned start date June the implementation of AIM, providing the communications infrastructure in which AIM will operate. WORKING ARRANGEMENTS The domain is advised by the AIS Team (AIST), which represents the stakeholders of AIS. Two Sub-groups of the AIS Team reflect the operational and technical aspects of the AIS domain work: the AIS Operations Sub-group (AISOPS) and; the AIS Technical Sub-group (AISTEC) respectively. A Regulatory Task Force for AIS regulators was approved to be established to report directly to the Director of ATM Strategies (DAS). The objective is to provide a forum for discussion and support for AIS regulators in the definition and execution of their duties. The following groups are identified: AIM Domain: AIS Team: EATM Aeronautical Information Services Team; AISOPS: AIS Operations Sub-group; AISTEC: AIS Technical Sub-group; Regulatory Task Force: AIS Regulators reporting to the Director of ATM Strategies; EAD SSG: EAD Service Steering Group; CHAIN Project: CHAIN Stakeholder Group. EUROCONTROL FOCAL POINT The activity manager is Mr. K. Reid (ken.reid@eurocontrol.int) Further information on AIM domain activities can be found on the EUROCONTROL web site: STAKEHOLDERS INVOLVEMENT Stakeholders, through their participation in the associated EUROCONTROL working arrangements will monitor, support and validate the developments of the AIM domain. LINK WITH OTHER EATM ACTIVITIES The AIM Domain has links with many other areas of ATM such as Air Traffic Flow and Capacity Management, Airspace, Navigation, Airports, Airline Operators, Meteorology and direct relationship with other EATM domain strategies. For some of them quality assured aeronautical information is an essential enabler (Navigation, Airspace, Flight data management) whilst others such as Communications strategy are enablers for The CHAIN project (approved in early 2005) will inform the AIS Team on progress and achievements. Following the completion of the programme and creation of the service, the terms of reference and the working arrangements for the EAD have been changed and the EAD oversight management is now advised by the EAD SSG (Service Steering Group). It is a part of CFMU Sub-Business Unit - EAD and Aeronautical Information Bureau (EAB). Taking into account the close link with AIS stakeholders, it informs regularly the AIS Team. The representation of the AIM Domain Working Arrangements is depicted in the organigram (Fig ). page 70

71 3.5 NETWORK EFFICIENCY IMPROVEMENTS Figure : Working Arrangements AIS Team DAS EAD SSG CHAIN Project AISOPS AISTEC Regulatory Task Force Reporting Informing page 71

72 3.5 NETWORK EFFICIENCY IMPROVEMENTS Controlled & Harmonised Aeronautical Information Network (CHAIN) programme OBJECTIVES The Controlled & Harmonized Aeronautical Information Network Activity (CHAIN) addresses the improvement of the data supply chain for aeronautical navigational data. It aims at an overall process improvement concerning data quality with particular emphasis on data integrity aspects. The objective is to improve the accuracy and maintain the integrity of the originated data (e.g. threshold data) and its management from the point of origination to the point of publication and, to subsequently enable enhanced processing throughout the entire data chain. The purpose is to support regulators and service providers in implementing controlled, traceable and auditable processes ensuring compliance with ICAO Annex 15 requirements. The scope is flight critical and essential navigational data as established in ICAO SARPS Annex 15, supplemented by the industry standards EUROCAE ED-76 and ED-77. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. CHAIN will provide benefits mainly in the areas of Safety and Efficiency. From 2006 onwards the CHAIN activity delivers a basic enabler for network efficiency and airport operations related clusters by implementing quality and efficiency improvements to the AIS data processing chain through automation and reduction or elimination of repeated processing, correction and quality checks at transaction points. MAIN TASKS The activity commenced in March 2005 and is planned to operate until October The main tasks of CHAIN programme are focusing on the following three areas: Development phase comprises, apart from the activity launch itself, an awareness campaign, the development of a comprehensive set of guidelines and the development of common, harmonised specifications in support of an automated process ; Implementation and operations planning phase comprises the definition of a generic training and implementation plan and support to the definition of an Implementing Rule (SES Data Integrity Mandate); Implementation co-ordination phase consists of provision of general training in relation to CHAIN deliverables and implementation support. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The stakeholders implementation plans are defined through a tentative pan European ECIP objective INF05 (Improve end-to-end data integrity of aeronautical data) with planned deployment date December 2009; STAKEHOLDERS INVOLVEMENT The main stakeholders are: Air navigation service providers - who will implement the data integrity guidance material and adapt/implement an automated process ; National civil aviation authorities and/or certification/regulation authorities - who will regulate the application of the data integrity guidance material and the automated process ; Aeronautical Industry will be involved in the CHAIN development and the implementation of an automated process through the States. LINK WITH OTHER EATM ACTIVITIES Several EATM activities have a close relationship with CHAIN: NAV domain will produce guidance material for the origination processes and is important interface to the function of data origination ; AIS/AIM domain as it congregates key stakeholders and provides a series of deliverables which are to be exploited; EAD programme will be closely consulted due to overall process improvements; Airport operations will be consulted being key data originators and users; page 72

73 3.5 NETWORK EFFICIENCY IMPROVEMENTS Military as they are key stakeholders, as far as they perform functions similar to civil environment; Airspace management, ATC and data processing domains will be consulted as a potential end user; Safety management is a main beneficiary and involved in safety case related work; Human factors domain will be consulted for all aspects related to human factors. WORKING ARRANGEMENTS The activity is monitored and supported by a steering group (CHAIN-SG). Close consultation is ensured with the AIS Team (AIST), the Airspace & Navigation Team (ANT), the Military Team (MilT), the EAD SSG and other Agency groups and bodies. EUROCONTROL FOCAL POINT More information can be found on the Eurocontrol web site at The Activity Manager is Mr. Manfred UNTERREINER (manfred.unterreiner@eurocontrol.int) Figure EXPECTED ACHIEVEMENTS OF CONTROLLED & HARMONISED AERONAUTICAL INFORMATION NETWORK (CHAIN) PROGRAMME Convert tentative ECIP action into agreed action INF05; Support SES Interoperability Mandate work for Aeronautical Data Integrity; Improve end-to-end integrity of aeronautical data as defined in the Controlled & Harmonized Aeronautical Information Network Programme (CHAIN). page 73

74 3.5 NETWORK EFFICIENCY IMPROVEMENTS Airspace Organisation & Management - Airspace Mangement Domain OBJECTIVES One of the main areas for change noted in the EUROCONTROL ATM Strategy is the optimisation of the organisation and use of airspace to achieve a continuum for ATM purposes (One Sky) as further detailed in the EUROCONTROL Airspace Strategy. The objective of the airspace organisation and management domain - airspace management is to develop, co-ordinate and monitor the operational changes needed to achieve that goal through the implementation of a cohesive set of incremental improvements to the ECAC airspace structure, management and use. Its scope covers all aspects of airspace including those related to civil-military co-operation and co-ordination. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will result globally from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period the domain will directly contribute to the following operational improvement clusters: Dynamic Airspace Structures by ensuring a more flexible use of airspace structures, including better management of permanent routes, conditional route and temporarily segregated areas with respect to variations in traffic flows; Collaborative Capacity Management by providing procedures for collaborative airspace management in support of satisfying demand. For the period a direct contribution will be provided to the following operational improvement clusters: Shared Pan European Network Situation by enabling consolidate European airspace configuration information in a shared information management environment and proving up to date airspace configuration information; Flexible Capacity Management (a significant input is received from activities performed by the CFMU); Flexible Airspace Structure & Free Routing; Pilot delegated separation management by providing an airspace regime that allows controllers to share safely some separation tasks with pilots. To be noted that additional effort is required to validate and quantify the benefits of each cluster for further increase the quality of the information available. MAIN TASKS The main domain work streams are directly related to the DfCs identified in the airspace strategy and encompass: enhancement of airspace management processes of civil /military coordination, through the involvement of civil and military authorities on the flexible use of airspace, co-operative airspace planning and procedures development for more dynamic management of airspace allocation; simplification of airspace organisation (progressing towards uniform airspace organisation enabling a continuum of airspace); development of ATM procedures to support operational change; utilisation of user preferred trajectories. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN Stakeholders will implement the airspace strategy. Stakeholders implementation plans are defined through the following ECIP objectives: Airspace management the achieved pan-european objective AOM06 (Implement Flexible Use of Airspace (FUA) Concept); the achieved pan-european objective AOM07 (Implement collaborative civil-military airspace planning at national level) with a planned deployment date December 2004; the achieved harmonisation objective AOM11 (Extend the application of Flexible Use of Airspace (FUA) principles to lower airspace) with planned start of operation February 2003; the Agreed harmonisation objective AOM12 (Extend FUA with dynamic airspace management) with a page 74

75 3.5 NETWORK EFFICIENCY IMPROVEMENTS planned start of operation February 2006; the tentative harmonisation objective AOM13 (Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT)) with planned deployment date January 2008; the agreed harmonisation objective AOM16 (Extend collaborative civilmilitary airspace planning with neighbours) with planned start of operation October 2005; the pan-european objective under development AOM17 (Implement collaborative civil-military airspace planning at European level) with a planned deployment date December Airspace classification the achieved pan-european objective AOM09 (Implement re-organisation of ECAC airspace to ensure the application of a common ICAO ATS classification above a common agreed level); the Agreed pan-european objective AOM14 (Implement re-organisation of ECAC airspace to ensure a uniform and simplified application of ICAO ATS classes between a common agreed level, and a lower division level) with planned deployment date April 2006; the tentative pan-european objective AOM15 (Implement re-organisation of ECAC airspace to ensure a uniform and simplified application of ICAO ATS classification below a lower division level to the surface) with planned deployment date April STAKEHOLDERS INVOLVEMENT Stakeholders, through their participation in the associated EUROCONTROL working arrangements will monitor, support and validate the developments of the airspace domain. LINK WITH OTHER EATM ACTIVITIES Airspace issues are central to many of the changes described in the EUROCONTROL ATM Strategy. Likewise, changes to airspace and ATM procedures impact directly or indirectly on all other domains and programme activities, including the supporting technologies, applications and tools, and the domain maintain strong links with all other areas of work. WORKING ARRANGEMENTS The domain is supported by the Airspace and Navigation Team (ANT) and a number of specialists sub-groups comprising states representatives and Agency staff. EUROCONTROL FOCAL POINT The activity manager is Mr. J. Martins Dos Santos (jose.martins-dos-santos@eurocontrol.int) More information can be found on: page 75

76 3.5 NETWORK EFFICIENCY IMPROVEMENTS Figure EXPECTED ACHIEVEMENTS FOR AIRSPACE ORGANISATION & MANAGEMENT - AIRSPACE MANAGEMENT DOMAIN AOM Domain Management Updated ECAC ASM Handbook in line with the European Union Regulation on Flexible Use of Airspace (2006-S2) Update the Guidance document for Flexible Use of Airspace implementation in line with the European Union Regulation on Flexible Use of Airspace (2006-S2) Airspace classification Operational Improvement-3A: Proposal to reduce number of categories to 3 types (AOM 19) (2007-S2) Airspace Management Annual Report on agreed ECIP objective AOM11 on FUA to lower airspace(each year - S2) Annual Report on tentative ECIP objective AOM12 on FUA and dynamic airspace Management(each year - S2) Annual Report on agreed ECIP objective AOM16 on civil-military airspace planning with Neighbours(each year - S2) Flexible Use of Airspace Safety Policy for Operational Improvement Collaborative European airspace planning (OI-5B1) (2007-S2) ATM Procedures Draft Amendments to ICAO Doc 7030/4 EUR, addressing Airspace Classification and Airspace Management Directions for Change (each year - S2) R & D Co-ordination Maintenance of Technology Watch Register (each year - S2) page 76

77 3.5 NETWORK EFFICIENCY IMPROVEMENTS Airspace Organisation & Management -route Network Development Domain OBJECTIVES One of the main areas for change noted in the EUROCONTROL ATM Strategy is the optimisation of the organisation and use of airspace to achieve a continuum for ATM purposes (One Sky) as further detailed in the EUROCONTROL Airspace Strategy and in line with the European Commission Single European Sky. The objective of the route network development activity is to organise and carry out the necessary development and co-ordination of planning and implementation activities for the optimisation of the ATS route network and supporting sectorisation in the ECAC area, in both enroute and terminal airspace. In order to enhance ATM capacity in line with forecast demand, ATS route network and sectorisation development aims at a dynamic airspace based on multi-option routes and adaptable sectorisation within an integrated international airspace structure. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period the domain will directly contribute to the following operational improvement cluster: Dynamic Airspace Structure by providing a route structure, including conditional routes that is more flexible and adaptable in use with respect to variations in traffic flows. For the period a direct contribution will be provided to the following operational improvement cluster: Flexible Airspace Structure & Free Routing by developing optimum (free) routing of flights in line with user preferences. To be noted that additional effort is required to validate and quantify the benefits of each cluster for further increase the quality of the information available. MAIN TASKS Route network development activities are focused primarily on the realisation of the EUROCONTROL airspace strategy for the ECAC States through the implementation of measures set out in the Transition Plan for the Implementation of the Airspace Strategy (TPIAS). The activities cover service maintenance and service delivery phases of the business model. The main work streams are directly related to the Directions for Changes (DfCs) identified in the airspace strategy and encompass: Optimisation of the ATS route network; Annual short-term improvements to develop remedial proposals to alleviate airspace problems and bottlenecks that become evident during the peak summer period; Medium-term airspace improvement to eliminate structural bottlenecks that require a more radical airspace re-organisation (Route network and supporting sectorisation, ATS route network - ARN versions); Long term airspace improvement to develop an archetype or reference/target ECAC airspace structure for It is named Advanced Airspace Scheme (AAS). Terminal airspace optimisation; Developing a terminal airspace design methodology; Determining future operational requirements for terminal airspace structures; Identifying capacity assessment criteria in terminal airspace; Ensuring seamless connectivity between the EUR En-route network and routes within terminal airspace; Specific improvement projects; Application of new technologies such as the application of P-RNAV in terminal airspace design and development of related procedures. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN Stakeholders implementation plans are defined through the following ECIP objectives: Airspace structure - route network and Terminal airspace The agreed Pan-European objective AOM10 (Implement ATS Route page 77

78 3.5 NETWORK EFFICIENCY IMPROVEMENTS Network (ARN) - Version 5) with a planned deployment date of December 2006; This objective includes ATS routes, ATC sectors and Terminal airspace; The agreed Pan-European objective AOM 18 (develop implement ARN Version 6) with a planned deployment date of December This objective includes full dynamic airspace structures. STAKEHOLDERS INVOLVEMENT Stakeholders, through their participation in the associated EUROCONTROL working arrangements will monitor, support and validate the developments of the route network development function. LINK WITH OTHER EATM ACTIVITIES Airspace issues are central to many of the changes described in the EUROCONTROL ATM Strategy. Likewise, changes to airspace and ATM procedures impact directly or indirectly on all other domains and programme activities, including the supporting technologies, applications and tools. In particular, flexible airspace structures, allowing dynamic airspace management, require upgrading of Flight data processing system. (link with AOM 12) WORKING ARRANGEMENTS This support is in place through a subgroup of the Airspace and Navigation Team (ANT), the Route Network Development Sub-Group (RNDSG) and the Terminal Airspace Task Force (TA-TF). EUROCONTROL FOCAL POINT The activity manager is Mr A. Duchêne (alain.duchene@eurocontrol.int) More information can be found on: Figure EXPECTED ACHIEVEMENTS FOR AIRSPACE ORGANISATION & MANAGEMENT AIRSPACE - MANAGEMENT DOMAIN Airspace design concept (Advanced Airspace Scheme development (deliverable: Long-term ECAC route network, Oct 2006) Contribution to DMEAN short-term applications: development/validation/benefits assessments of pre-define route scenario (deliverables: set of DMEAN scenarios; April 2006 (1st set); Oct 2006 (2nd set) Terminal airspace concept (CDA) Terminal airspace RNAV applications ATS Route Network (ARN) Version 5 fully implemented (year 2007 last package) ATS Route Network (ARN) Version 6 development continued Advanced airspace scheme principles applied (dynamic airspace structure) page 78

79 3.5 NETWORK EFFICIENCY IMPROVEMENTS Airspace Organisation & Management - Airspace Modelling Domain OBJECTIVES The objective of the airspace modelling activity is to conduct quantitative analysis of potential European airspace changes, validate airspace concepts and operational plans, and define potential capacity gains using mathematical simulation models. The scope of modelling ranges from simulation and analysis studies of individual ATS units or Member States to those encompassing the entire ECAC airspace and ATS route network. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS Airspace modelling plays a key role in the identification of airspace and route network bottlenecks, the validation of solutions to those bottlenecks and supports the implementation by member states of agreed operational improvements. The results from Airspace Modelling tools and studies provide quantified operational analysis for development of European Airspace and route networks. Increased operational effectiveness (more direct routes, reduced En-route flight time) and capacity benefits are direct results from the operational improvements to airspace structures and route networks which Airspace Modelling underpins. For the period , Airspace Modelling will continue to provide computer simulation and analytical studies for the routine enhancement of the European Airspace structure and route networks and will provide an analysis platform for determining individual sector capacity. This work will directly support the evolution of airspace structure and design, and the continued development of route networks. Airspace Modelling will also support the development of Functional Blocks of Airspace at the level of strategic analysis and where required local design and implementation. MAIN TASKS The main tasks of the airspace modelling function are to: produce analytical, fast time simulation and capacity analysis study reports using tools such as the ATC Capacity Analyser (CAPAN) and the Re-organised ATC Mathematical Simulator (RAMS); use and develop the System for Airspace Analysis at Macroscopic Level (SAAM) tool; provide operational data analysis tools; maintain airspace modelling infrastructure for the Business Division Airspace/Flow Management and Navigation (AFN). EXPECTED ACHIEVEMENTS The following table (fig ) presents an overview of the expected achievements of the Airspace Modelling for the coming five years. As can be seen from the table, the details for 2006 tasks are planned and prioritised. For the years the details of studies and model developments will be established in line with Agency and stakeholder requirements and priorities. EUROPEAN IMPLEMENTATION PLAN Not applicable. STAKEHOLDERS INVOLVEMENT Stakeholders influence and direct the work undertaken through the Airspace and Navigation Team (ANT) and have representation on the various subgroups, as well as direct inputs for individual modelling requirements. LINK WITH OTHER EATM ACTIVITIES Airspace Modelling directly supports all parts of the Airspace Organisation and Management Domain activities and liaises with the SESAR developments. WORKING ARRANGEMENTS The domain is supported by the Airspace and Navigation Team (ANT) and a number of specialist sub-groups comprising states representatives and Agency staff. EUROCONTROL FOCAL POINT The activity manager is Mr. G. Mc Auley (gerard.mcaulay@eurocontrol.int) More information can be found on: page 79

80 3.5 NETWORK EFFICIENCY IMPROVEMENTS Figure EXPECTED ACHIEVEMENTS FOR AIRSPACE ORGANISATION & MANAGEMENT - AIRSPACE MODELLING DOMAIN Fast Time Simulation (FTS) Studies to be completed: Dublin West -End Airspace Capacity (Capacity gains from new airspace, route network and ATC procedure) Regional Swiss Upper Airspace (Quantification of Operational benefits and capacity gains expected from new airspace structure) Maastricht UAC Airspace New Sector Plan (Capacity gains from implementing new sector plan) 2007 FTS studies 2008 FTS studies 2009 FTS Studies 2010 FTS Studies Planned developments for the SAAM Tool: CDR Analysis Module fully integrated RNDSG SAAM User Version development started Start of SAAM Version 4 started (Including functions for the design and analysis of FAB structures) Improved WEB capabilities in SAAM SAAM Studies to support FAB developments (2007 and 2008) SAAM Version 5 (2009) Operational Analysis tool FIND upgraded Develop System Modelling analysis (2007 and 2008) Upgrade of DAS/AFN modelling infrastructure page 80

81 3.5 NETWORK EFFICIENCY IMPROVEMENTS khz Expansion programme OBJECTIVES The objective of the Agency 8.33 khz Expansion programme, within DAP-NET, is to plan and coordinate the implementation of 8.33 khz channel spacing in the ICAO EUR Region, in accordance with Eurocontrol Permanent Commission recommendations, ICAO and SCG requests, and EATM Director decisions. Specifically, the 8.33 khz Programme within DAP-NET is responsible for: follow-up activities on the above FL245 implementation; preparing for an above FL195 implementation from 15 March 2007; preparing for a decision on 8.33 khz below FL195. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period , the 8.33 expansion programme aims to alleviate VHF congestion in the band MHz, thus acting as an important enabler for operational improvements, such as resectorisation. To be noted that additional effort is required to validate and quantify the benefits of each cluster for further increase the quality of the information available. MAIN TASKS The 8.33 khz Expansion work programme comprises the following main tasks: Follow-up activities on the above FL245 implementation including monitoring of 25 to 8.33 khz conversions, and improvements to R/T procedures and the handling of State aircraft; Preparation for an 8.33 khz above FL195 implementation including the development of pre and post implementation safety cases; Preparing for a decision on 8.33 khz below FL195 including development of an operational scenario plus an assessment of costs and benefits. The activities cover programme implementation and operations planning to programme implementation co-ordination phases of the business model. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The stakeholders implementation plans are defined through the tentative multinational ECIP objective COM03 (Implement 8.33 khz channel spacing above FL 195). Previous objectives now closed are: the multinational COM01 (Implement 8.33 khz frequency spacing); the multinational COM02 (Expansion of the use of 8.33 khz VHF frequency channels). STAKEHOLDERS INVOLVEMENT The main external stakeholders are aircraft operators, air navigation service providers, national and international regulatory bodies and the aeronautical industry. Aircraft operators are responsible for equipping their aircraft with 8.33 khz capable radio equipment, and for ensuring that operational personnel are familiar with 8.33 khz operations; ANS providers are responsible for implementing 8.33 khz radio ground/air equipment, and/or implementing 8.33 khz functionality (e.g. aircraft equipage status) in ATM systems. They are responsible for ensuring that all operational personnel are familiar with 8.33 khz operations; National regulators National Civil Aviation Authorities and/or Certification/ Regulation Authorities are responsible for the provision of regulations to enable ANSP s to safely handle 8.33 khz operations; Aeronautical industry is supplying 8.33 khz channel spacing capable radios, retrofit kits and Supplemental Type Certificates (STC s), Service Bulletins (SB s) and is performing equipment installations. LINK WITH OTHER EATM ACTIVITIES The 8.33 khz programme requires expertise and assistance from the following areas: airspace management domain, frequency management service, safety domain and relationship management function. Assistance from the CFMU, MIL business division and IANS is also required. page 81

82 3.5 NETWORK EFFICIENCY IMPROVEMENTS Assistance from EEC may be required with respect to safety, environment and economic aspects. WORKING ARRANGEMENTS The 8.33 khz programme is managed by the Eurocontrol Agency in liaison with the 8.33 khz Contact Persons. A Steering Committee has been formed to prepare the recommendations on 8.33 khz below FL195. Ad-hoc groups are formed on an as needed basis, to deal with specific issues, e.g. safety related meeting. EUROCONTROL FOCAL POINT The activity manager is Mr P. Alty: (peter.alty@eurocontrol.int) More information can be found on the Eurocontrol web site at: Figure EXPECTED ACHIEVEMENTS OF 8.33 KHZ EXPANSION PROGRAMME 15 conversions (above FL245), i.e. resulting in 71 conversions on HEX programme. (June) Go/delay decision on above FL195 (November) Mandatory carriage above FL195 (March 2007) 39 conversions (25 to 8.33 khz) above FL195 (December 2007) PC recommendation on below FL195 (subject to SCG feedback plus alignment with EC mandate work)(july 2006) page 82

83 3.5 NETWORK EFFICIENCY IMPROVEMENTS Dynamic Management of the European Airspace Network (DMEAN) programme OBJECTIVES DMEAN will amalgamate in a Framework Programme a number of important EUROCONTROL initiatives in airspace design, collaborative decision-making, Flexible Use of Airspace, and Air Traffic Flow & Capacity Management improvements. DMEAN will provide a coherent set of enhancements to the pan-european operational environment to meet the needs of the airspace users, both civil and military, and assist ATC and ANSPs in meeting the continuing and increasing traffic demand. Main focus of the Stakeholders is now on a number of agreed Short Term Improvements 2006/2007, which will constitute the first incremental steps of DMEAN. In general, DMEAN will provide: improved planning & demand/capacity balancing through demand & capacity accuracy; information sharing and collaborative management; amalgamating the functions of airspace, flow and capacity management at network, regional and local levels and throughout the whole gate-to-gate time cycle; improved links with Airports; activation of dynamic airspace structures and routes to provide the best pan-european network situation for the day of operations. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. The programme will directly contribute to the following operational improvement clusters: Dynamic Airspace Structures by developing procedures for using airspace and route structure efficiently in relation to traffic demand; Collaborative Capacity Management by developing procedures for adapting the capacity offered to the expected traffic demand; Shared Pan- European Network Situation by integrating information about traffic demand (including live updates), airspace, regulations, airport status, etc; Dynamic ATC Centre Management through a pro-active and dynamic management of ATM resources in ATC centres; Flexible Capacity Management through a dynamic adaptation of airspace configuration to demand variation during the day of operation ( a significant input is received from activities performed by the CFMU). A significant input to these clusters is received from activities performed by the CFMU. required to validate and quantify the benefits of each cluster for further increase the quality of the information available. MAIN TASKS European Airspace structure enabling DMEAN concept of operations; Development of a demand data repository, airspace data repository, and flight data repository; Development of processes & procedures to support: demand data collection and analysis, capacity planning, collaborative decision making, balancing demand and capacity; Development of tools to support processes and procedures. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN DMEAN will adopt an incremental approach to integrating the DMEAN deliverables into the current pan- European ATM operations in accordance with safe and effective transition planning. The sequence of this incremental integration will result in a smooth evolution to an ATM operation which functions as described by the DMEAN Concept of Operations. The first incremental operational improvements have been reflected in the Short Term Action Plan 2006/2007, for which the activities will commence in September To be noted that additional effort is The stakeholders implementation plans page 83

84 3.5 NETWORK EFFICIENCY IMPROVEMENTS Figure EXPECTED ACHIEVEMENTS FOR DYNAMIC MANAGEMENT OF THE EUROPEAN AIRSPACE NETWORK (DMEAN) FRAMEWORK* PROGRAMME Master Schedule for Development and Implementation towards DMEAN CONOPS CBA, Validation, Safety Case, Human Factors, Environment Initial Consolidated Capacity Planning Process Initial Summer Network Operational Plan Consolidated Airspace Design/ASM/ATFCM process Improved link between airports and Network Improved information exchange Incremental further operational improvements Implemented full DMEAN CONOPS Given the role of DMEAN as Framework Programme, the activities required for the implementation of operational achievements, initiated and/or co-ordinated by the DMEAN Framework Programme, are part of, or will become part of the activities of units that have responsibility over the various domains such as ATFCM, ASM and Airports. Figure DEVELOPMENT PHASE IMPLEMENTATION PHASE Improved demand data Improved capacity data Deploy Improved capacity planning Collaborative airspace flow & capacity mgt European airspace structure Deploy Flight data updates & dissemination after off blocks Airspace users selecting preferred route options European airspace structure Deploy Sharing of best practices Single flight planning incorporating updates before EOBT Pan European network situation Deploy page 84

85 3.5 NETWORK EFFICIENCY IMPROVEMENTS are currently defined through the following ECIP objectives; the tentative harmonisation objective AOM12 (Extend FUA with dynamic airspace management) with planned start of operation October They will be revised, with the relevant stakeholders, towards the end of (see figure ) STAKEHOLDERS INVOLVEMENT The key external stakeholders are: ANSPs; Airspace Users; Aircraft Operators; Military organisations; Local / regional AMCs; Airports. The key internal stakeholders are: CFMU; DG / MIL; DAS / AFN; SD / ESC / CEF; DAP / APT; DAS / ATS; DAS / AIM. The DMEAN Master Plan defines the roles and responsibilities of the Stakeholders during development, and the DMEAN Concept of Operations defines the roles and responsibilities of the Stakeholders when DMEAN is operational. The detailed roles & responsibilities will be defined through DMEAN Phase 2 and in the context of the Short Term Improvements Action Plan. DMEAN requirements could be met by current or planned activities within EATM and CMFU. The comparison exercise identified activities that will, with alignment, meet approximately 75% of the DMEAN high level requirements. However, only when the DMEAN detailed requirements have been produced can the scope of the alignment with current and planned activities be identified. Reference 3 provides the results of this comparison exercise. (see figure ) WORKING ARRANGEMENTS DMEAN Stakeholders will be involved in: defining the detailed requirements for each DMEAN deliverable; approving the detailed requirements of each DMEAN deliverable; assessing the current processes to determine whether they can meet the DMEAN requirements or can be modified to meet the DMEAN requirements; assessing impact of technical proposals for each deliverable, on national plans; implementation. The roles of the DMEAN Stakeholders in the later operations of DMEAN are indicated in the roles and responsibilities section of the DMEAN Concept of Operations document. The detailed roles & responsibilities will be defined through DMEAN Phase 2 and in the context of the Short Term Improvements Action Plan. the steering committee will ensure transparency, common understanding, participation and commitment, and propose policies and strategic actions within the context of DMEAN to the Director General. EUROCONTROL FOCAL POINT More information can be obtained calling the Framework Programme office ( ). The Framework Programme Manager is Mr. Joe Sultana. (joe.sultana@eurocontrol.int) LINK WITH OTHER EATM ACTIVITIES As part of the process for developing the DMEAN Master Plan a comparison exercise was undertaken to determine which During the development of the DMEAN Concept of Operations a Steering Committee was set up. During the development and implementation of DMEAN page 85

86 3.5 NETWORK EFFICIENCY IMPROVEMENTS Figure The following is a list of the key Agency activities that will contribute to DMEAN: CFMU CFMU CFMU CFMU Supported by AFN AFN Supported by CFMU CFMU Supported by AFN AFN AFN Airports AFN Supported by CFMU CFMU Optimisation of network capacity through enhancement of local/regional capacity. Airspace Repository capable of processing real-time updates of the airspace structure. Collaborative identification of local/regional and network solutions for capacity shortfalls identified during demand/capacity balancing process Collaborative process for scenario selection at local/regional and network levels. Collaborative process for dynamic airspace structure changes. Collaborative process for iterative local/regional and network functions to provide capacity for planned, expected and actual demand. ARN V5 and ARN V6 and Modus operandi of the scenarios to integrate the advanced route network, airspace structure and management, flow and capacity management at local/regional and network level. Process for route option identification and selection. Improvements in communication links between ATC at airports and ATFCM. Civil/military co-ordination support tools. Simulation tools for capacity determination & to identify capacity shortfalls from network to sector levels. page 86

87 3.5 NETWORK EFFICIENCY IMPROVEMENTS Cartography service OBJECTIVES Human factors studies have shown that complex information, such as geospatial data, is best understood and assimilated when presented in graphical form. The objective of the Cartography service is to produce pan-european standard maps to support the activities of the Eurocontrol Agency and more generally to any ATM stakeholders. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS Ensuring timely performance delivery of the European ATM system is the result of performance monitoring, performance driven planning, timely identification, development and deployment of Best Practices and Operational Improvements and, above all, strong collaboration between all Stakeholders. The EATM Functions and Services are instrumental in providing all the necessary information, facilitation and support for this process. MAIN TASKS Paper cartographic production. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN Not applicable STAKEHOLDERS INVOLVEMENT Stakeholders contribute to the cartographic services through data provision. These are: The national administrations providing AIS data through EAD; The CFMU providing ATFM data. LINK WITH OTHER EATM ACTIVITIES The Cartography service is closely linked to the PRISME activity, which is in charge of the data warehouse and the AIP Library, and provides charts to a number of activities/business divisions within Eurocontrol. WORKING ARRANGEMENTS The Airspace Management Planning Charts (ASM) production is supported by the Route Network Development Subgroup (RND-SG) and the Airspace Management Sub-group (ASM-SG). EUROCONTROL FOCAL POINT The activity manager is Mr. J. Lemaitre (jacques.lemaitre@eurocontrol.int) Further information on this activity (product description) can be found on the Eurocontrol web site at: Figure EXPECTED ACHIEVEMENTS OF CARTOGRAPHY SERVICE Self-sustainability of the Cartography Service page 87

88 3.5 NETWORK EFFICIENCY IMPROVEMENTS Capacity Enhancement function OBJECTIVES The objective of the capacity enhancement activity is to provide the means to ensure the overall cohesion of all European ATC capacity enhancement measures and in particular to promote and maintain continuous capacity awareness throughout the EUROCONTROL Agency and Member States participating in the European ATM performance enhancement work; to guide capacity and cost-effectiveness planning to enable the timely implementation of the capacity enhancement measures needed to meet the forecast air traffic demand safely and in the most cost-effective way whilst respecting the environment and to provide support and advice to stakeholders in progressing capacity enhancement and cost-effectiveness planning and implementation. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period the function will directly contribute to the following business activities/deliverables: ATM Strategy and Planning; Network Efficiency; Improved capacity data and planning; Performance monitoring and improvement of DMEAN operations; Pan-European network situation. MAIN TASKS The main tasks of the capacity enhancement activity are to: co-ordinate capacity and cost-effectiveness related activities to ensure the cohesion of the overall planning process; participating in the definition of Operational Improvements and Implementation Objectives contributing to capacity enhancement; identify the capacity requirements ( capacity profiles ) necessary to meet the forecast air traffic demand at the level of both the ATM network and the individual national ATC units, yearly, in the ECIP framework; maintain and improve the capacity planning methodology; contribute to the consolidated process for addressing and resolving short and mediumterm capacity problem areas; ensure timely integration and implementation of capacity enhancement activities in the context of the Dynamic Management of the European Airspace Network (DMEAN) Framework Programme; provide advice and assistance to Air Navigation Service Providers (ANSPs) in developing coordinated capacity and cost-effectiveness plans (in the LCIP context), promote best practice in terms of capacity provision and cost-effectiveness planning and consolidate local plans into a European ATM network plan, including the production of the relevant parts of the yearly ECIP Status Report; monitor capacity and cost-effectiveness improvement achievements and provide regular reports (on a seasonal and annual basis) and advise on related policy issues, including specific contributions to SESAR; promote and maintain continuous capacity and cost-effectiveness awareness throughout the EURO- CONTROL Agency and States participating in the European ATM performance enhancement activities. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The Capacity Enhancement Function develops a 5-year rolling European Medium Term ATM Network Capacity Plan Assessment and an annual European ATM Network Capacity Plan Assessment that provide an outlook of the European ATM network capacity requirements, plans and expected performance and, in co-operation with the EURCONTROL Central Flow Management Unit (CFMU) a yearly report on European ATM network traffic, capacity and delay achievements. STAKEHOLDERS INVOLVEMENT Detailed national capacity profiles are developed in co-operation with the air navigation service providers to meet the strategic delay target set by the EURO- CONTROL Provisional Council; these are co-ordinated with airspace users, agreed by the ATM/CNS consultancy group and published in the ECIP. Individual visits are also made to air navi- page 88

89 3.5 NETWORK EFFICIENCY IMPROVEMENTS gation service providers to assist in efforts to resolve short-term capacity shortfalls and to plan and enhance national capacity and cost-effectiveness as required in the medium-term; the corresponding plans are documented in LCIPs in cooperation with the EUROCONTROL LCIP team and national stakeholders. Short and medium-term European ATM network capacity plans are published yearly. The achievement of planned measures and the actual delivery of capacity are closely monitored and a comprehensive report is published on an annual basis. planning activities associated with the ECIP/LCIP process. WORKING ARRANGEMENTS Since the creation in 2000 of the capacity enhancement activity, a number of seminars and workshops have been organised each year at ACG level to review the capacity situation and co-ordinate planning. In 2002, the ACG has set up a Capacity Planning Task Force to review and improve the methodology used to assess ACC capacity and to support capacity planning. requirements is also available and a capacity web page can be found on the EUROCONTROL web site at: bsite_homepage/homepage.html LINK WITH OTHER EATM ACTIVITIES Capacity enhancement and cost-effectiveness planning activities are embedded and closely co-ordinated with the EUROCONTROL FOCAL POINT The activity manager is Mr. R. Bucuroiu: (razvan.bucuroiu@eurocontrol.int) A user guide to assess future ATC capacity Figure EXPECTED ACHIEVEMENTS OF CAPACITY ENHANCEMENT FUNCTION Timely preparation of network capacity requirements and local capacity plans in the context of the ECIP/LCIP development Regular preparation and update of the European Medium-Term and annual ATM Network Capacity Plan Assessments with the aim of achieving and maintaining the Provisional Council en-route delay target Timely preparation of cost-effectiveness plans in the context of the LCIP development Regular improvements of the capacity planning activities, methodology and tools in the context of DMEAN Timely contributions to the specific SESAR work packages page 89

90 3.5 NETWORK EFFICIENCY IMPROVEMENTS EAD Support to Client OBJECTIVES EAD consists of a centralised database of Aeronautical Information Services (AIS) related data with an associated network infrastructure. In providing a centralised operational service, the EAD system offers a substantial improvement to current facilities and processes, for the acquisition, maintenance and distribution of quality assured AIS data (static data, NOTAM, AIPs and charts) to the stakeholders. The EAD programme has ensured the migration of a defined first set of clients. The initial operation of the EAD was part of the EAD programme. The EAD and Aeronautical Information (AI) Bureau manages the provision of the service to the overall stakeholder community since 1st January The objective of the EAD support to client is to support all clients on request and to help new-comers in their heavy migration process. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS Ensuring timely performance delivery of the European ATM system is the result of performance monitoring, performance driven planning, timely identification, development and deployment of Best Practices and Operational Improvements and above all strong collaboration between all Stakeholders. The EATM Functions and Services are instrumental in providing all the necessary information, facilitation and support for this process. MAIN TASKS The EAD is owned by the Agency on behalf of the EUROCONTROL Member States. During the EAD life-cycle, two phases have been identified: the EAD programme including the first year of service provision; the EAD service including the EAD Oversight and the EAD service provision from July 2004 onwards. Both phases are managed by EUROCON- TROL. The programme terminated end 2004 and the EAD service started on 1 July The programme has completed a number of major milestones as defined under EAD programme activity description; one of these activities was the definition of a migration strategy and the migration of a defined set of clients, by end The EAD and AI Bureau has taken over the management of the migrated EAD clients. By setting -up the EAD Support to clients activity, the Eurocontrol Agency is now concentrating its effort on supporting the migration and transition of the remaining EAD clients from their present AIS system to EAD, with a special attention on the States/ANSP Data Providers that all have to be migrated for end 2006 and on the Military Data Providers that have to be migrated for end EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The primary beneficiaries of the EAD are the ANSP organisations and the airspace users community from the ECAC Member States. The EAD is also used by all users of aeronautical information that are based inside and outside the ECAC area and by commercial organisations that use the aeronautical information to provide added value services and products. Stakeholders implementation plans are formalised in the agreed Pan European ECIP objective INF01 (Implement the European Aeronautical Information Services (AIS) Database) with planned deployment date December A total of 79 clients are currently committed to the EAD. This includes Eurocontrol Business Units. Out of the 42 ECAC States, 31 have committed to participate to the EAD. Progress is shown for an additional 11 ECAC States where contact has been established. In addition, 6 Military clients and 42 data users have migrated or have officially committed to migrate and require support from the EAD team. The implementation plans for the military data providers are formalised in the agreed Pan European ECIP objective INF01 (Implement the European Aeronautical Information Services (AIS) Database) with a full deployment planned for December All ECAC States are expected to be migrated by end 2006 in line with ECIP Objective INF01. But it is expected that the remaining data providers who will register in 2006 will be migrated during the course of 2007 in function of their planning and the system and network constraints. page 90

91 3.5 NETWORK EFFICIENCY IMPROVEMENTS STAKEHOLDERS INVOLVEMENT EAD requires the full participation of the ECAC States as data providers, and provides AIS information to data users, including states, service providers, airspace users and commercial data providers. A Service Steering Group has been set-up, User Groups are organised and individual visits are made to air navigation service providers to assist in the full migration process. Progress below reflects the situation on January For the full list of Stakeholders please consult EAD Service activity. Support to clients mainly concentrates on data providers. Only those Stakeholders are mentioned hereafter. Civil Air navigation service providers - 31 States have committed to participate, 19 are already connected and maintain their national data directly in the EAD and 22 are already users of the data. Military authorities - EAD is used by military authorities both as data providers and data users. 6 military organisations have committed to the programme, 2 are connected as data provider. The ECIP objective INF01 requests the military organisations to be migrated by end Eurocontrol Agency - the CFMU is a user of the EAD and provider of the RAD document. LINK WITH OTHER EATM ACTIVITIES The EAD support to client activity is directly linked to the phasing-out EAD programme and to the EAD service. WORKING ARRANGEMENTS The reporting to the stakeholders will be managed through the EAD and AI Bureau reporting line and working arrangements. EUROCONTROL FOCAL POINT The activity manager is Mrs S. Wybo (sylviane.wybo@eurocontrol.int) Further information on EAD support to client activity can be found on the Eurocontrol web site at: Figure EXPECTED ACHIEVEMENTS OF EAD SUPPORT TO CLIENT Migration of ECAC civil data providers Migration of ECAC military data providers Figure : Support to Clients milestones EAD SUPPORT TO CLIENTS Start of the activity as follow-up of the migration support provided by the programme ECAC data Providers migrated page 91

92 3.6 SECTOR PRODUCTIVITY 3.6 SECTOR PRODUCTIVITY Introduction Sector Productivity progresses improvements to ATC operations through solutions that help anticipate and resolve aircraft conflicts and sector congestion across the European ATM system. It addresses ATC planning at sector and multi-sectors levels, as well as systems integration and interoperability between systems, and facilitates global online and real-time access to aeronautical information. It also facilitates the implementation and deployment of controller tools, procedures and support systems for the ATC controller s environment that can relate to new communication, navigation and surveillance means. MAIN AIMS: Deliver short, medium and longer term operational and tactical concepts, procedures, tools and technologies at controller working position in order to relieve ATM sector congestion (capacity); resolve aircraft conflicts (safety) and improve cost effectiveness of ATC Centres (efficiency); Coordinate and synchronise deployment across ECAC. SECTOR PRODUCTIVITY PORTFOLIO The number of activities in the portfolio varies over time and encompasses work that ranges from domain evolution to service provision based on operational needs to meet future or new stakeholder requirements. Each EATM activity could have impacts on more than one core process but is retained where the key deliverables bring the most important feature. The current portfolio is shown in figure For each individual activity its description provides summaries in terms of objectives, link with Operational Improvements (OI), expected benefits, main Agency tasks, expected achievements, the stakeholders contribution to the work and their related implementation plans, interdependencies with other activities and the associated European working arrangements as well as the name of the responsible EUROCONTROL activity manager. KEY ACTIVITIES: Implement ECIP objectives within timeline agreed with stakeholders; Supporting the implementation and deployment of ACAS II, Mode S, ground based safety nets; automated ground-ground coordination (FASTI); automated support for conflict detection (FASTI); ATC air-ground data link services (LINK2000+) and arrival management tools; Supporting the implementation and deployment of communication and surveillance related applications and services that enhance cooperative Air Traffic services for operational improvements in conflict detection and resolution, data link services and multi sector planning; Providing coordination guidelines and support to implementation (regulation, finance, safety); Providing operational and technical expertise to support the regulation progress for the achievement of common and harmonised tools and systems; Developing initiatives to ensure that safety is not compromised, particularly when capacity improvements are introduced. PRIORITIES: Progress the Mode S and ACAS (MSA), FASTI, LINK and CASCADE Programmes; Align Sector Activities planning with the SESAR Programme; Develop and validate concept beyond 2012 to identify the implementation packages needed beyond current programmes. BENEFITS FOR STAKEHOLDERS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the Operational Improvements (OI) as described in the ATM roadmap. As presented in chapter ATM performance activities benefits, the expected ATM benefits have resulted from the implementation of three sets of OIs clusters related to three slice periods , and within five areas of improvements. Each activity could impact more than one Operational Improvement cluster thus more than one area of improvement. For the period in figure have been presented the main contributions to EATM network and emphasised page 92

93 3.6 SECTOR PRODUCTIVITY the interrelations with other areas of improvements. However, for each individual activity in the paragraph Link with OIs and expected benefits, the contributions related to all three periods are reflected wherever information is available. FOCUS ON 2006 EXPECTED ACHIEVEMENTS The 2006 expected achievements are presented in the figure Figure : Sector Productivity portfolio Air Traffic Control domain Data processing domain MODE-S and ACAS programme Link programme CASCADE - Co-operative ATS Through Surveillance and Communication Applications Deployed in ECAC First ATC Support Tools Implementation (FASTI) page 93

94 3.6 SECTOR PRODUCTIVITY Figure : Main contributions to EATM network MAIN CONTRIBUTIONS TO EATM NETWORK Air Traffic Control Domain: Develops advanced capabilities and procedures for detecting flight plan conflicts, making use of information down linked by aircraft; Develops conflict resolution capabilities and procedures that facilitate the conflict resolution by sector controllers; Provides procedures for optimising traffic flows across several sectors and redistribution of task load between controller roles; Ensures the development of ADS-B and data-link applications that integrate into the airport ATC environment; Ensures the development of arrival and departure management operations, supported by appropriate Decision Support Tools (Arrival manager, departure manager), that exploit the potential of P-RNAV operations in the TMA; Assess the feasibility of ACAS RA downlink integration in sector operations. Data Processing Domain ensures improvement and timely availability of new data processing capabilities, new Trajectory Prediction capabilities and consistent flight data. LINK programme provides data link applications that allow reducing the R/T communication load for executive controllers. This reduces R/T congestion and task load and the likelihood of communication errors. Co-operative ATS through Surveillance and Communication Applications Deployed in ECAC (CASCADE) programme through ADS-B applications provide quality surveillance at a low cost and situational awareness in the cockpit. CPDLC and D-FIS services provide timely, clear, readable messages in a un intrusive manner to pilots and controllers, reducing their communication workload. First ATC Support Tools Implementation (FASTI) will facilitate the detection of up to 20 minutes of potential conflicts between flights or flights and restricted airspace will be supported by MTCD 35 capabilities which will facilitate earlier handling of such events. The monitoring for conformance of the traffic situation to planning and ATC clearances will be supported by flight path monitoring (MONA 36 ) capabilities. These changes will have an impact on both the executive and planning controller. Mode S and ACAS programme: Increases the number of aircraft equipped with ACAS II will reduce the risk of mid-air, or near mid-air collision; Implements the Mode S based elementary that will increase the capacity of ATM surveillance systems and improve the quality and integrity of surveillance data, enabling the vertical tracking of aircraft and improving existing safety nets (e.g. STCA); Implementing Mode S Enhanced Surveillance (EHS) will: Provide downlink aircraft parameters enabling controllers to work more efficiently; Facilitate the introduction of enhanced safety nets based on aircraft short-term intent (e.g. level bust tools), thereby increasing safety and, at the same time, improving the situational awareness of controllers; Enable a safe increase of capacity. 35 Medium Term Conflict Detection 36 Monitoring Aids page 94

95 3.6 SECTOR PRODUCTIVITY AREAS OF IMPROVEMENTS NETWORK SECTOR AIRPORT SAFETY,SECURITY, EFFICIENCY PRODUCTIVITY OPERATIONS SUSTAINABILITY HUMAN FACTORS page 95

96 3.6 SECTOR PRODUCTIVITY Figure : 2006 Expected achievements 2006 EXPECTED ACHIEVEMENTS Air Traffic Control Domain En-route ATC improvements Operational Concept for Multi Sector Planning (MSP). TMA improvements: Operational Concept for Near Term Conflict Resolution (NTCR); Operational Concept for Enhanced Arrival Management (EAMAN); Operational Concept for Departure Management (DMAN) metering. ADS - B Airborne Separation Assistance Systems (ASAS) and Datalink improvements: Operational requirements for Airport integrated data link applications; Definition of ADS-B Package 2 applications. Safety improvements: ACAS RA Downlink Feasibility study (FARADS). Data processing domain Flight Data Management Flight Object Interoperability Proposed Standard (FOIPS). System architecture and Interoperability ATC System High Level Model. Trajectory Prediction Trajectory Prediction (TP) Test Suite. Co-operative ATS through Surveillance and Communication Applications Deployed in ECAC (CASCADE) programme An operational deployment plan, supported by a business case will be finalised; All stream 1 application and services will be on pre-operational trial; A preliminary safety case will be published. Mode S and Airborne collision avoidance system (ACAS) ACAS II PHASE 2 implementation complete (ECIP objective: ATC 01); ACAS Safety Analysis post-rvsm Project (ASARP) delivered; 2 ACAS Safety Bulletins; Mode S Cluster Safety Study; Deliver Radar Frequency (RF) Analysis tools. First ATC Support Tools Implementation (FASTI) Business Case; Human factors case. page 96

97 3.6 SECTOR PRODUCTIVITY Air Traffic Control domain OBJECTIVES The ATC domain objective is to enable progress towards a new form of ATC through the definition of ATC operational concepts and the development of ATC operational requirements. The ATC Domain is the managing agent for the development from radar-based, tacticallyoriented operation into more strategically-oriented trajectory-based cooperative operation. New operational concepts and requirements will have to be developed and validated with a view to accommodating the demand foreseen in the next 20 years. The ATC domain supports all ATM stakeholders and it is also responsible for contributions to the safety and capacity strategic objectives whilst at the same time reducing controller and pilot workload. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period the domain will directly contribute to the following operational improvement clusters: Airport Situational Awareness and Runway Incursion Alert System (RIAS) by development of ADS-B and data-link applications that integrate into the airport ATC environment; Arrival and Departure Support with P-RNAV by the development of arrival and departure management operations, supported by appropriate Decision Support Tools (Arrival manager, departure manager), that exploit the potential of P-RNAV operations in the TMA; Conflict Detection Support with ADD by developing advanced capabilities and procedures for detecting flight plan conflicts, making use of information down linked by aircraft.; Basic Conflict Resolution Support by developing conflict resolution capabilities and procedures that facilitate the conflict resolution by sector controllers; Multi Sector Planning Role by providing procedures for optimising traffic flows across several sectors and redistribution of task load between controller roles; ACAS II Phase 2 implementation by assessing the feasibility of ACAS RA downlink integration in sector operations. For the period a direct contribution will be provided to the following operational improvement clusters: Dynamic ATC Centre Management by developing operations and supporting systems and procedures that allow more dynamic reconfiguration of ATC Centres based on e.g. traffic complexity analysis; Gate to gate turn around management by developing operations and supporting systems and procedures where the departure at the origin airports is taken into account when managing the arrivals at the destination, and vice versa; Routing of Mobiles on Manoeuvring Area by developing advanced ADS-B applications and airport integrated data link applications that allow the coordination and execution of routing instructions between airport ATC and operators of mobiles on the manoeuvring area; Integrated Sequence Management + ATSAW by integrating decision support capabilities and procedures for arrival and departure sequence management with advanced ADS-B and data link applications that allow pilots to participate in the sequencing and metering process; Conflict management support using Intent by enabling improved procedures for using Intent information in ground system capabilities to allow pro-active conflict management; Traffic Complexity Manager Role by providing procedures for reducing traffic flow complexity over several sectors and redistribution of task load between controller roles. For the period a direct contribution will be provided to the following operational improvement clusters: Flexible Airspace Structure & Free Routing by developing capabilities that support the operation of flexible airspace structures; Integrated 4D Sector operations through advanced ATC procedures for maximising the benefit of accurate 4D flight information used in varpage 97

98 3.6 SECTOR PRODUCTIVITY ious ATC tools so as to minimise the task load per flight; Integrated 4D Airport Operations through developing adaptations to procedures and systems for Airport ATC that make full use of the potential of consistent 4D flight information that also covers the movements on the airport surface; Pilot delegated separation management through defined procedures for delegating traffic separation tasks to pilots under well defined conditions, thus reducing controller workload as a constraining factor for airspace capacity. Define safe procedures for sharing some traffic separation tasks with pilots under well defined conditions. To be noted that additional effort is required to validate and quantify the benefits of each cluster in order to further increase the quality of the information available. MAIN TASKS The main domain evolution tasks undertaken by the ATC domain are to develop the future ATC concept, to examine feasibility for the initiation of new programmes, and to integrate R&D results. Close co-ordination with related domains and programmes is essential. In particular the following main tasks will be addressed: pragmatically develop ATC decision support tools by providing a clear and achievable Road Map and Strategy; demonstrate and validate the future ATC Concept in particular with regard to 4D applications. A demonstration development platform is required in order to enable a variety of scenarios and functionality to be researched; enhance the en-route air traffic applications with focus upon the dynamic adaptation of sector shape size and volume to changing conditions, using automatic support to estimate the traffic complexity: assess the use of arrival management information to en-route sectors (Enhanced Arrival Managers in the En-Route Environment - EMAN Phase 1); The assessment of multi airport traffic manager requirements interacting in the en-route environment is foreseen as a longer term project; provide resolution advisory information based on conflict alert tool information within the tactical ATC environment (Near Term Conflict Resolution Tool -NTCR tool Phase 1); enable the dynamic configuration of airspace and traffic optimisation across several sectors by providing automated ATC functions using 4 D trajectories, trajectory prediction and negotiation, conflict resolution and delegated responsibility for airborne separation assurance. (Multi Sector Planning - Complexity Management/Meta toolkit -MSP phase 1 and 2); provide operational concepts looking beyond 2020 for future ATM systems to facilitate the user - preferred route by developing advanced 4D trajectory applications (Advanced 4D trajectory control-cotrac); enhance terminal airspace operations (TMA 2010+) through the improvement of : existing concepts (arrival and departure managers, sequencing support tools, Required Time of Arrival (RTA), airborne sequencing and merging applications); enhanced controller support tools to facilitate new concepts of navigation within complex terminal airspace and to enable environmental mitigating procedures to be introduced (e.g. CDA); support future concept of operations and enhance the present day air traffic services through the examination and implementation of the full potentional of datalink (ADS-B Airborne Separation Assistance System-ASAS & Datalink applications). The main expected benefits are as follows: full sharing of information between ground and air thus enabling the advancement of CDM-like and initial trajectory control applications; increase efficiency and safety of airport addressed by the airport datalink applications; reduce controller workload by addressing the delegation of separation responsibilities to suitably equipped aircraft (ADS-B Package ); introduce robust safety studies into the development process of all aspects of ATM including the development of controller support tools and system functionality: identify safety issues related to a number of controller safety net tools and propose a process to page 98

99 3.6 SECTOR PRODUCTIVITY enhance the safety aspects of support tool implementation; increase the controller s situational awareness in a critical situation by downlinking ACAS Resolution Advisory(RA) data to the controller s work station; increase safety in case of potential callsign confusion during the transition to widespread datalink applications; analyse and identify the potential for new programmes; support regulation; participate in or contribute to European Commission programmes (including C-ATM and SESAR). EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The stakeholders will implement the ATC/DP Strategy along five major directions for changes in line with the ATM Strategy. (see figure ) In the medium-term, stakeholder s implementation plans are defined through the following ECIP objectives: the agreed harmonisation objective ATC02.1 (Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 1) with planned deployment date September 2006; the tentative pan European objective ATC02.2 (Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2) with planned deployment date December 2008; the agreed harmonisation objective ATC02.3 (Implement ground based safety nets - Area proximity Warning (APW)) with planned start of operation December 1998; the agreed harmonisation objective ATC02.4 (Implement ground based safety nets - Minimum Safe Altitude Warning (MSAW)) with planned start of operation December 1998; the tentative harmonisation objective ATC12 (Provide automated support for conflict detection) with planned start of operation January 2003; the tentative harmonisation objective ATC13 (Implement automated support for conflict resolution) with planned start of operation January 2007; the tentative harmonisation objective ATC14 (Implement automated support for departure management) with planned start of operation January STAKEHOLDERS INVOLVEMENT Stakeholders, through their participation in the associated EUROCONTROL working arrangements will monitor, support and validate the developments of the ATC domain. LINK WITH OTHER EATM ACTIVITIES The domain has links to most infrastructure and systems domains, which provide the enablers required to fulfil the ATC requirements.the main enablers involved are surveillance, communications, data processing and human factors domains. WORKING ARRANGEMENTS The ATC domain is supported by the Operational Requirements and Data Processing Team (ODT). EUROCONTROL FOCAL POINT The activity manager is Mr. Martin Griffin (martin.griffin@eurocontrol.int) page 99

100 3.6 SECTOR PRODUCTIVITY Figure EXPECTED ACHIEVEMENTS OF AIR TRAFFIC CONTROL DOMAIN En-route ATC improvements : Implementation Definition for Near Term Conflict Resolution (NTCR); Operational Concept for Multi Sector Planning (MSP); Operational Requirements for Multi Sector Planning (MSP); Operational Concept for 4D Planner; Operational Concept for Advanced 4D trajectory control -COTRAC; TMA improvements: Operational Concept for Near Term Conflict Resolution (NTCR); Operational Concept for Enhanced Arrival Management (EAMAN); Operational Concept for Departure Management (DMAN) metering; Operational Concept for Integrated multi -airport Arrival Management; Operational Requirements for Integrated multi -airport Operations; ADS - B Airborne Separation Assistance Systems (ASAS) and Datalink improvements: Operational requirements for Airport integrated data link applications; Definition of ADS-B Package 2 applications; Operational concept for Crossing & Passing; Operational requirements for Sequencing & Merging Separation applications; Safety improvements: ACAS RA Downlink Feasibility study (FARADS); Survey of Practices In safety Net (SPIN) Standard documentation and operational concept for Water Marking. Figure : ATC/DP directions for change ATM LINE OF ACTION DIRECTION FOR CHANGE ATC/DP Airspace organization and management DfC 1 Improve Safety Nets Flow and capacity Management DfC 2 Improve ATC Decision Support En route and terminal Air Traffic Control DfC 3 Improve Arrival and Departure Management Airport AGC System Wide Information Management DfC 4 Improve Interoperability, communications and surveillance efficiency Human Resources Technical Integration DfC 5 Improve Co-operative ATS page 100

101 3.6 SECTOR PRODUCTIVITY Data processing domain OBJECTIVES The Data Processing (DP) domain addresses all systems which process flight data and environment data in support of integrated ATS operations. The DP domain is a technical enabler domain supporting the ATC operational improvements. In a gate-to-gate context, the need to integrate all actors involved in ATM is essential and flight data management should be addressed in all phases of flight. In this sense, the DP domain will more and more extend its scope of activities to ATM and will co-operate with other areas of activities such as ATFM (CFMU) and airports. In the same way, ATS environment data management should be integrated in a ATM context and the DP domain will need to increase co-operation with Aeronautical Information Management (AIM) domain. The DP domain is therefore one of the enablers to achieve integration of systems and interoperability between systems and contributes to the uniformity and capacity strategic objectives. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. The domain contributes to mainly Network Efficiency and Sector Productivity OI Clusters that require: Improvement and timely availability of new data processing capabilities; Improvement and timely availability of new Trajectory Prediction capabilities; Improvement and timely availability of consistent flight data. Typical examples are: Shared Pan - European Network Situation by enabling the processing and sharing of up-to-date and accurate ATM data including consistent flight data; Integrated 4 D Sector Operations by facilitating the availability and effective processing of consistent flight data. In addition the domain is responsible for developing strategies and initiatives to ensure timely availability of cost/effective suitable data processing infrastructure consistent with target CNS/ATM Architecture. To be noted that additional effort is required to validate and quantify the benefits of each cluster for further increase the quality of the information available. MAIN TASKS The main tasks of the DP domain are: Data Processing strategy - the Data Processing domain contributes to the development of the ATC/DP strategy which describes the ATS Operational Improvements required for the achievement of the ATM strategy.the main role of the domain is to identify the necessary Data processing evolutions for the realisation of the Operational Improvements and the implementation of the future ATC concepts. With this aim, the domain investigates on new technologies and identifies specific applied research activities to be performed; Flight Data Management - the main objectives are to: develop a new flight data interoperability concept (flight object concept); contribute to flight data processing systems interoperability to ensure the design of new generation flight data processing systems will be able to fulfil the interoperability requirements; define and validate standards for Flight Data Processing Interoperability, in co-operation with EUROCAE working group 59. The Flight Object Concept will resolve the most significant flight data inconsistencies existing today in stakeholder systems and will ensure a system-wide availability of complete, up-to-date, consistent and accurate flight data, including trajectory information to all authorised users, i.e. System-Wide Information Management (SWIM) for flight data. System architecture and Interoperability - the main objectives are to: support the overall ATM/CNS target architecture project by contribution to the definition of the ATC component and the flight manager component; define an open architecture for ATC systems in co-operation with page 101

102 3.6 SECTOR PRODUCTIVITY EUROCAE working group 61; support the architecture activity in the frame of SESAR. Trajectory Prediction - ATC Decision Support Tools require the availability of accurate trajectory knowledge with extended look-ahead times. The objective is to improve the performance of the Trajectory Prediction (TP) function in terms of accuracy and consistency with FMS generated trajectories. This activity provides direct support to the activities of the ATC domain and EATM programmes where TP performances are required (e.g. FASTI, TMA 2010+, Traffic Complexity Management, Air-ground trajectory negotiation, etc). Support to other activities: DMEAN: by contribution mainly in the areas of interface between ATC and ATFCM, architecture issues (FLIGHT Plan Repository, Airspace Data Repository) and civil-military coordination; European Commission Gate-to- Gate project: by contribution to the specification of the G2G platform supporting an operational concept providing more homogeneity and optimisation of all flight phases, and integrating most of the achievements of previous R&D projects (e.g. TORCH 37 concept, AFAS, MA-AFAS, NUP, etc.); Interoperability Regulation and Implementing Rule: by contribution to the development of community specifications and implementing rules in the context of the mandates provided by the European Commission to EURO- CONTROL in support of the Single European Sky regulation programme; SESAR: by contribution mainly to the System Architecture, Technology Assessment, Standardisation & Interoperability work packages. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The stakeholders will implement the ATC/DP Strategy along five major directions for changes in line with the ATM Strategy; (see figure ) In particular, the stakeholders implementation plans are defined through the following ECIP objective: - under development DPS02 - Ensure required consistency of flight data. STAKEHOLDERS INVOLVEMENT Stakeholders, through their participation in the associated EUROCONTROL working arrangements will monitor, support and validate the developments of the DP domain. LINK WITH OTHER EATM ACTIVITIES The domain uses as its main input, the requirements from the air traffic control, airport operations and airspace organisation and management domains to define its range of activities. It also defines requirements on the other infrastructurerelated domains, in particular the communication domain. The DP domain is supported by the Operational Requirements and Data Processing Team (ODT). The ODT is supported by the Flight Data Management Sub-Group (FDM-SG), with a special responsibility for developing the Flight Object Concept and Flight Data Interoperability. EUROCONTROL FOCAL POINT The activity manager is Mr. M. Goulut: (michel.goulut@eurocontrol.int) 37 Technical, Economical and Operational Assessment of an ATM Concept Achievable from the Year 2005 page 102

103 3.6 SECTOR PRODUCTIVITY Figure EXPECTED ACHIEVEMENTS OF DATA PROCESSING DOMAIN Flight Object Interoperability Proposed Standard (FOIPS) Flight Object Server Interface Control Document Community Specification for Flight Data Interoperability (IOP CS) ATC System High Level Model Standard for ATC components Trajectory Prediction (TP) Test Suite Figure : ATC/DP directions for change ATM LINE OF ACTION DIRECTION FOR CHANGE ATC/DP Airspace organization and management DfC 1 Improve Safety Nets Flow and capacity Management DfC 2 Improve ATC Decision Support En route and terminal Air Traffic Control DfC 3 Improve Arrival and Departure Management Airport AGC System Wide Information Management DfC 4 Improve Interoperability, communications and surveillance efficiency Human Resources Technical Integration DfC 5 Improve Co-operative ATS page 103

104 3.6 SECTOR PRODUCTIVITY MODE-S and ACAS programme OBJECTIVES Within the context of the Eurocontrol ATM Strategy, the Mode S & ACAS programme objectives are: to improve ATM sector productivity by the coordinated introduction of the Mode S surveillance system for traffic operating in the designated airspace of participating member states of ECAC; to improve ATM safety by the harmonised introduction and safe operation of an airborne collision avoidance system (ACAS), in compliance with the ACAS policy commonly agreed by the member states of ECAC in November LINK WITH OPERATIONAL IMPROVEMENTS (OI) AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period the programme will directly contribute to the following operational improvement cluster: ACAS II Phase 2 increasing the number of aircraft equipped with ACAS II will reduce the risk of mid-air, or near mid-air collision. Additionally, the programme delivers enablers for the sector productivity related clusters by implementing the Mode S based elementary and enhanced surveillance. Implementing Mode S Elementary Surveillance (ELS) will increase the capacity of ATM surveillance systems and improve the quality and integrity of surveillance data, enabling the vertical tracking of aircraft and improving existing safety nets (e.g. STCA). Implementing Mode S Enhanced Surveillance (EHS) will: provide downlink aircraft parameters enabling controllers to work more efficiently; facilitate the introduction of enhanced safety nets based on aircraft short-term intent (e.g. level bust tools), thereby increasing safety and, at the same time, improving the situational awareness of controllers; enable a safe increase of capacity. MAIN TASKS Both the Mode S and the ACAS work stream activities are within the programme implementation co-ordination phase of the business model. This phase include the following tasks: manage the Mode S elementary surveillance (ELS), enhanced surveillance(ehs) and ACAS II implementation; test, validation, and implementation of Mode S radar system cluster techniques to ensure improved Mode S system interoperability; maintain the Mode S and ACAS exemption coordination and support unit to provide,inter-alia, an implementation focal point, and an exemption co-ordination mechanism; undertake ACAS operational monitoring, and monitoring of Mode S transponders; undertake ACAS technical and operational analysis and studies to support implementation and operational requirements; undertake Mode S transponder technical analyses; develop and disseminate ACAS training and guidance material; identify and resolve interoperability issues between ACAS and other ATM concepts; support Mode S and ACAS international standardisation; support TCAS Minimum Operational Performance Standards (MOPS) amendments to provide safety performance improvement; develop a generic Mode S safety case; undertake further ACAS safety studies: develop an ACAS II Post- Implementation Safety Argument (APISA); perform an ACAS Safety Analysis post-rvsm Project (ASARP) to quantify ACAS safety benefit in the new airspace environment following the operational introduction of RVSM. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN Stakeholders implementation plans are defined through the following ECIP page 104

105 3.6 SECTOR PRODUCTIVITY objectives; the agreed Pan European objective ATC01 (Implement Airborne Collision Avoidance System (ACAS) II) with planned deployment date 1 January 2005; transitional arrangements have been established until March 2006; the agreed multi-national objective SUR02 (Implement Mode S elementary surveillance) with planned deployment date March 2005 within seven States of the core area (Benelux, Switzerland, Germany, France, Netherlands and UK); transitional arrangements for transponder installations have been established until March 2007; the agreed multi-national objective SUR04 (Implement Mode S enhanced surveillance) with planned deployment date March 2007 within Germany, France and UK. In some specific instances transitional arrangements will extend until STAKEHOLDERS INVOLVEMENT The main stakeholders are the: Airspace users are responsible for ensuring: a) that their aircraft are equipped with Mode-S transponders in accordance with the mandatory carriage requirements issued by participating States, and; b) that their aircraft,subject to ACAS II mandate, are equipped with ACAS II, flight crews are trained accordingly and requested to provide pilot ACAS II event reports to EEC/Bretigny. Airspace users benefit from the provision of operational improvements including improved safety, capacity and situational awareness, and services including an exemption co-ordination mechanism, flight crew ACAS II training and guidance material. Air navigation service providers have to implement the necessary Mode S ground infrastructure and related technical and operational procedures and who will train controllers to use ACAS II and establish performance monitoring. They benefit from the provision of operational improvement and services including as assurance of enhanced safety in all phases of flight, controller training guidance material, training courses and tools, monitoring reports, safety studies, framework for the maintenance of TCAS II Version 7 CAS logic; Regulatory authorities need to develop and provide the documents supporting Mode S certification and airworthiness of the required airborne equipment and who are responsible for defining the ACAS certification requirements for aircraft equipment and systems, and for the airworthiness certification. They benefit from the provision of various services such as training guidance material and development of change proposals to ACAS-related MOPS and SARPS. Aeronautics industry is involved in the development of the Eurocontrol commonly funded Mode S related products and provides the avionics to airspace users.the industry benefits from the provision of services such as installation guidance, operational and technical feedback, results of studies and analyses, framework for the maintenance of TCAS II Version 7 CAS logic, etc. Military organisations need to plan for the carriage and operation of Mode S airborne equipment by military aircraft in order to facilitate their handling in European Mode S airspace. Moreover, they will need to acquire and distribute Mode S data for the safe co-ordination and control of aircraft and, in an Air Defence context, to assist in the compilation of the Recognised Air Picture. LINK WITH OTHER EATM ACTIVITIES The Mode S and ACAS programme has interface with: the CASCADE programme for the definition of operational requirements related to the use of airborne parameters to be downlinked via Mode S; the airport operations programme which will benefit from the utilisation of Mode S transponders for airport surface surveillance (A-SMGCS), especially in low visibility conditions; the Link 2000 programme which utilises the Mode S and ACAS Data Management System (MADaMS). WORKING ARRANGEMENTS The Mode S and ACAS programme is advised by stakeholders through the Mode S and ACAS Programme Steering Group (MSAPSG). Stakeholders are also represented on stand-alone sub-project steering committees. The Mode S and ACAS Exemptions Coordination and Support Unit provides implementation co-ordination, airspace user support functions, Mode S and ACAS II exemption processing, and collates Mode S and ACAS II compliance data. page 105

106 3.6 SECTOR PRODUCTIVITY EUROCONTROL FOCAL POINT The activity manager is J. Law More Mode S and ACAS related information can be found on the Eurocontrol web site: Figure EXPECTED ACHIEVEMENTS OF MODE S AND ACAS PROGRAMME ACAS II PHASE 2 implementation complete (ECIP objective: ATC 01) ACAS Safety Analysis post-rvsm Project (ASARP) delivered 2 ACAS Safety Bulletins Mode S Cluster Safety Study Deliver Radar Frequency (RF) Analysis tools Complete Mode S ELS implementation (ECIP objective: SUR02) Complete Mode S EHS implementation (ECIP objective: SUR04) Complete Mode S State Aircraft Implementation(ECIP objectives: SUR02 and SUR04) page 106

107 3.6 SECTOR PRODUCTIVITY Co-operative ATS through surveillance and communication applications deployed in ECAC (CASCADE) programme OBJECTIVES The objective of the Co-operative ATS through Surveillance and Communication Applications Deployed in ECAC (CASCADE) programme is to plan and co-ordinate the implementation of the first set of ADS-B 38 applications and additional CPDLC 39 and D-FIS 40 services in the timeframe within the ECAC area. The first stream of applications will be deployed from 2008 onwards: ADS-B out 41 ground surveillance applications based on 1090 Extended Squitter (Package I); CPDLC and D-FIS services based on ATN/VDL Mode 2 in addition to those being implemented by the LINK2000+ programme. The second stream of applications will be deployed from 2010 onwards: ADS-B in 42 airborne surveillance applications based on 1090 Extended Squitter (Package I); Additional CPDLC and D-FIS services. The list of stream 1 and stream 2 applications will be defined during the programme development phase subject to the appropriate validation, business case and safety cases. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period the programme will directly contribute to Airport Situational Awareness and RIAS, 43 Initial Data Link, Integrated sequence management applications + ATSAW 44 and Shared sequencing and merging operational improvement clusters. CASCADE s ADS-B applications provide quality surveillance at a low cost and situational awareness in the cockpit. CASCADE s CPDLC and D-FIS services provide timely, clear, readable messages in an unintrusive manner to pilots and controllers, reducing their communication workload. MAIN TASKS The main tasks are: Overall programme management including project planning, quality and risk management, communication and awareness activities; Programme strategy development and maintenance of the overall plan, ECIP objectives, operational concepts, safety and business cases; Pre-operational implementation, implementation and operations planning and implementation co-ordination of the stream 1 applications; Development, pre-operational implementation, implementation and operations planning and implementation co-ordination of the stream 2 applications. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The operational deployment of the CAS- CADE applications is not to be expected as a big bang, i.e. all applications/services throughout ECAC at the same time, but rather as a series of local or sub-regional implementations of different subsets of applications in various ECAC States. Progressive operational deployment of Stream 1 and Stream 2 applications and services in a number of States will take place from 2008 and 2010 onwards respectively. The actual implementation plan will be developed in close co-operation with the stakeholders, based local operational needs, as well as the results of the validation trials and the Business Case. A possible incentive policy is of significant interest in this respect. (see figure ) Currently three ECIP objectives are being developed to support stakeholders deployment: The multi-national objective SUR05 (Improve ground-based surveillance using ADS-B) with a planned deployment date of June 2010; The multi-national objective ATC08 (Implement ATC air-ground data link services (Phase 2)) with a planned deployment date of December 2011; The harmonisation objective ATC09 page 107

108 3.6 SECTOR PRODUCTIVITY (Improve controller/pilot ATS task sharing effectiveness) for which a planned deployment date has not been agreed yet; STAKEHOLDERS INVOLVEMENT There is a strong involvement of the stakeholders during all the lifecycle phases in the work on the proposed applications and corresponding enablers. Airspace Users: Airspace users were instrumental in the progress so far, e.g. through the so-called JAFTI (JURG ADS-B Fast Track Initiative), their official positions in various fora. They have invested in the infrastructure that will support CASCADE through their involvement in the Mode S and LINK Programmes. Air Navigation Service Providers: ANSPs will deploy the services and applications and the technical infrastructure to enable them, train their controllers and obtain operational approval. Aviation Industry: Industry will produce the required avionics and equip new and existing aircraft. They participate in various CASCADE focus groups, but also in EUROCAE WG-51 and WG-53 which contribute significantly to the standardisation of applications and services. Airports: The airports community involvement is essential for the introduction of air/ground data communications and new forms of surveillance on the airport surface. Regulatory Authorities: Regulatory Authorities (such as JAA/EASA) will develop and provide the necessary documents to support certification and airworthiness of the required airborne equipment, as required. Standardisation Bodies: The development of the necessary regulation support material is supported by the joint work of EUROCONTROL, EUROCAE, FAA and RTCA in the so-called Requirements Focus Group (RFG) of EUROCAE WG 51 and RTCA SC-186 for ADS-B applications and EURCOAE WG 53 and RTCA SC-189 for CPDLC services. Other standardisation bodies are involved from an early stage onwards. These include ICAO (OPLINKP, SASP and SCRSP), ARINC AEEC and ETSI. The European Commission supports very strongly the EUROCONTROL initiative to create such a Programme. The Commission has provided TEN funding to the ADS and CPDLC activities over the last years and applications for additional funding may be submitted for the subsequent years. Moreover, the European Commission mirrors this initiative of EUROCONTROL, by heavily investing in a number of projects of 6th framework Programme and TEN, which provide an opportunity for synergies with CASCADE over the next years. LINK WITH OTHER EATM ACTIVITIES The CASCADE programme has an interface and thus needs co-ordination with the following activities: the Mode S and LINK programmes, that deploy the infrastructures required for CASCADE; the airspace management, air traffic control, air traffic flow and capacity management, airport operations, human factors, data processing, communication, navigation and surveillance domains, that provide expertise to CASCADE; the ECIP activity that shows the implementation intentions of ANSPs. WORKING ARRANGEMENTS The CASCADE programme steering group is being established to steer the programme. Three focus groups will be established to guide the detailed work: The Operational Focus Group (OFG) The Validation Focus Group (VFG) The Planning Focus Group (PFG) EUROCONTROL FOCAL POINT The programme manager: Mr A. Wandels (alex.wandels@eurocontrol.int) More information can be found on 38 ADS-B Automatic Dependent Surveillance - Broadcast is a technology where aircraft avionics broadcasts the aircraft position, altitude, velocity and other parameters completely autonomously. 39 CPDLC Controller Pilot Data Link Communication is a data link application that allows for the direct exchange of text-based messages between a controller and a pilot. 40 D-FIS Datalink Flight Information Service 41 ADS-B out is the capability to broadcast position and other related operational information. 42 ADS in is the capability to receive and process ADS- B data and other related operational information emitted from an ADS-B out user. 43 RIAS -Runway Incursion Alert System 44 ATSAW-Air Traffic Situation Awareness page 108

109 3.6 SECTOR PRODUCTIVITY Figure EXPECTED ACHIEVEMENTS FOR CO-OPERATIVE ATS THROUGH SURVEILLANCE AND COMMUNICATION APPLICATIONS DEPLOYED IN ECAC (CASCADE) An operational deployment plan, supported by a business case will be finalised; All stream 1 applications and services will be on pre-operational trial; A preliminary safety case will be published; Initial implementation of stream 1 services or applications; Trials of stream 2 applications will take place; The business case will be consolidated and the pre-implementation safety case will be completed; Improve ground base surveillance using ADS-B(ECIP SUR 05). Figure : Roadmap of operational deployment of applications and implementing States Applications Stream 1 Stream Number of Implementing States (%) page 109

110 3.6 SECTOR PRODUCTIVITY Link programme OBJECTIVES The objective of the LINK programme is to plan and co-ordinate the implementation of operational air/ground data link services for Air Traffic Management (ATM) in the core area of Europe in the timeframe The implementation is based on the ATN/VDL Mode 2 communication technology. The following air/ground data link services will be implemented: Data Link Initiation Capability (DLIC), ATC Communication Management (ACM), ATC Clearances (ACL), ATC Microphone Check (AMC), Departure Clearance (DCL), Downstream Clearance (DSC) and Digital ATIS (D-ATIS). LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period the programme will directly contribute to the following operational improvement cluster: Data Link services Package I by providing data link applications that allow reducing the R/T communication load for executive controllers. This reduces R/T congestion and task load and the likelihood of communication errors. To be noted that additional effort is required to validate and quantify the benefits of each cluster for further increase the quality of the information available. MAIN TASKS From 2000 to the end 2002 the main focus of programme was on the detailed planning and design, policy decisions and obtaining stakeholder commitment. From 2003 to 2005 the emphasis has shifted to the initial deployment of data link services with pioneer airlines and service providers. From 2005 onwards there will be a large-scale deployment of data link services. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The high-level milestone plan is defined in the agreed multi-national ECIP objective ATC06 (Implement ATC air-ground data link services (Phase 1)) with an implementation date of December (see figure ) STAKEHOLDERS INVOLVEMENT Stakeholders are: Airspace users - who are responsible for equipping their aircraft and obtaining operational approvals; Air navigation service providers - who are responsible for implementing datalink equipment and services, in their flight data processing and communication systems; Airframe manufacturers and their suppliers - who are responsible for fitting data-link equipment and services, in their airframes; Communication service providers - who are responsible for deploying the VDL- Mode 2 infrastructure, and for its integration with the air-ground and groundground communications infrastructure; JAA, EASA and SRC - who are responsible for providing guidance material for the approval of data link aircraft and operations in the LINK airspace; National civil aviation authorities and/or certification/regulation authorities - who are responsible for the provision of regulations as well as approving national users for operations. LINK WITH OTHER EATM ACTIVITIES The Air/Ground Co-operative ATS (AGC) programme (now being merged with the CASCADE programme) has developed and validated the data link services which will be deployed by the LINK programme. CASCADE will make use of the system deployed by LINK for additional CPDLC services implementation. WORKING ARRANGEMENTS The LINK programme is managed by the LINK programme steering group. EUROCONTROL FOCAL POINT The activity manager is Mr. M. Adnams (martin.adnams@eurocontrol.int) More information can be found on the Eurocontrol web site at: epage/homepage.html page 110

111 3.6 SECTOR PRODUCTIVITY Figure EXPECTED ACHIEVEMENTS FOR LINK PROGRAMME more Airlines equipped - pioneer and test procedure; 3 ACCs full operational and 3 in pre-operational phase; 2 more ACCs full operational (2008); 10 more ACCs full operational ( ). Figure page 111

112 3.6 SECTOR PRODUCTIVITY First ATC Support Tools Implementation programme OBJECTIVE The objective of the programme is to coordinate the implementation and deployment of controller tools and system support, as required, across ECAC by 2012 in a harmonised way. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period the programme will directly contribute to the following operational improvement cluster: Conflict Detection Support with ADD 45 The detection of up to 20 minutes of potential conflicts between flights or flights and restricted airspace will be supported by MTCD 46 capabilities which will facilitate earlier handling of such events. The monitoring for conformance of the traffic situation to planning and ATC clearances will be supported by flight path monitoring (MONA 47 ) capabilities. These changes will have an impact on both the executive and planning controller. The programme will provide the following benefits: Capacity Seen as the principle benefit where increased sector capacity and overall ATM network capacity will be achieved through a reduction of controller workload per aircraft. Capacity gains of up to 15% are expected. Safety Seen as an additional safety barrier where early conflict detection, more decision support and less tactical interventions will add to safety. Cost Efficiency Quality of service to airspace users will be improved. ANSP cost avoidance will be facilitated through limiting the need to increase the number of extra sectors, controllers and associated infrastructure. MAIN TASKS Work Packages FASTI will be divided into seven work packages as follows: Programme Management The programme management work package will produce the Programme Management Plan, Implementations Plan, achieve stakeholder commitment, and initiate action to re-evaluate current ECIP objectives. Business Case The creation of a FASTI Business Case will be based on further development of the CBA created for the former ASA programme (predecessor to FASTI). A sensitivity analysis will permit the evaluation of the programme scope against low, medium and high traffic and complexity environments to determine the respective impact of FASTI implementation. Awareness and Communication There is a need to raise the general awareness of automated support to ATC amongst the stakeholder community. This will be achieved by improving methods of communication through workshops, seminars, demonstrations, simulations, trials, website, DVD and newsletters. Operational Implementation Operational implementation will drive many aspects of the Programme. The pan European deployment of automated support to ATC and the consequent impact on controllers and flight crew operations will be carefully considered. An ATC Manual will be created which will contain guidance material for the following: Concepts of use - controller working methods, roles, responsibilities, sector team composition; Scenarios to demonstrate tools applicability against traffic density and complexity; ATC procedures; Cross sector-boundary use; Cross centre-boundary use; Operational issues - MTCD and extended TMA sector operations, tools interaction etc.; Civil/military operations. The management simulations, trials and assistance to pioneer systems relating to solving implementation issues will be conducted in this work package. Safety and Regulatory Requirements A FASTI Safety Assessment, which will derive safety requirements, will be conducted encompassing the scope of the programme targeted at the Safety Regulation Commission (SRC) review and recognition. Both ANSP s and ATC Regulators will use the Assessment and generic Safety Case as reference for institutional safety assessments and operational approvals for FASTI related tools page 112

113 3.6 SECTOR PRODUCTIVITY and support. The need for regulation and the associated requirements in the context of FASTI will also be determined. Human Factors A Human Factors Case and subsequent lines of action to determine training needs, upgrade paths, adoption, adaptation, fall back, failure, human resources and liability issues will be developed. ATS Systems Current EATM Operational Requirements Documents for each tool will be rescoped and updated using relevant expertise and experience from ANSP and Industry. ATS system implementation guidelines will cover topics essential to enable successful implementation e.g. HMI principles, tools integration, trajectory prediction and interoperability requirements. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The programme derives from the following ECIP Objectives: ATC03 - Implement automated ground to ground co-ordination; ATC12 - Provide automated support for conflict detection. These objectives will need to be re-drafted during 2006 to meet the aims and objective of the programme. STAKEHOLDERS INVOLVEMENT External stakeholders are: ANSP s and Controllers - implement FASTI capability and achieve operational acceptance; Airspace Users - Benefit from increased capacity, reduced costs and improved level of service; ATC Regulatory Authorities - provide operational approval of FASTI system support and functionality; Industry - provide ANSP s with FASTI capability to meet aims and objective of programme; European Commission - Single European Sky (SES) - provide for potential future regulatory framework for capacity enhancing tools and incentives to expedite deployment. LINK WITH OTHER EATM ACTIVITIES Major link with ATS/BD and its ATC/DP Domains - responsible for the development and validation of future automated support tools to ATC which would be expected to be passed to FASTI when mature for implementation. WORKING ARRANGEMENTS The FASTI programme is managed by the FASTI programme steering group. EUROCONTROL FOCAL POINT The activity manager is Mr C. Brain mailto: christopher.brain@eurocontrol.int More information can be found on the Eurocontrol web site: ubsite_homepage/ omepage.html 45 Aircraft Derived Data not included in the scope of the programme 46 Medium Term Conflict Detection 47 Monitoring Aids Figure EXPECTED ACHIEVEMENTS FOR FIRST ATC SUPPORT TOOLS IMPLEMENTATION Business Case Human factors case ATC systems implementation guidelines Safety and regulatory requirements page 113

114 3.7 AIRPORT OPERATIONS 3.7 AIRPORT OPERATIONS Introduction The Airport Operations Consolidated activities area focuses on activities related to the pan-european implementation of safety, capacity, cost-efficiency, and environmental actions intended to improve airport ATM airside operations, including the initiation of innovative R&D. This includes all ATM-related activities at and around an airport, such as departure/arrival management, surface movements, safety on the movement area and collaborative information exchange between stakeholders. MAIN AIMS: Enhance aerodrome airside safety performance on the runway and other movement areas; Enhance airport throughput in the short and medium term by optimising the use of available capacity, as well as creating additional capacity through technology and/or operational procedures; Improve efficiency through the implementation of collaborative information exchange; Integrate Airports in the DMEAN framework programme and in the overall cooperative network as part of the SESAR Programme. AIRPORT OPERATIONS PORTFOLIO The number of activities in the portfolio varies over time and encompasses work that ranges from domain evolution to service provision based on operational needs to meet future or new stakeholder requirements. Each EATM activity could have impacts on more than one core process but is retained where the key deliverables bring the most important feature. The current portfolio is shown in figure For each individual activity its description provides summaries in terms of objectives, link with Operational Improvements (OI), expected benefits, main Agency tasks, expected achievements, the stakeholders contribution to the work and their related implementation plans, interdependencies with other activities and the associated European working arrangements as well as the name of the responsible EUROCONTROL activity manager. KEY ACTIVITIES: Implement ECIP objectives within timeline agreed with stakeholders; Support planned airport enhancement actions, including: airside capacity enhancement guidelines and an implementation manual; a methodology for airport airside capacity analysis (CAMACA); improving runway safety by preventing runway incursion; implementing advanced Surface Movement Guidance and Control System (A-SMGCS) level 1; implementing airport Collaborative Decision Making (CDM); Promoting the sharing of best-practice and cooperation between airport operations partners through collaborative information exchanges to support collaborative decision making (CDM), airport situational awareness and runway incursion avoidance, and arrival and departure support with P- RNAV; Integrating airports fully into the network planning process; Ensuring stakeholder support (e.g. public, local, regional, EU) for operational airport developments. PRIORITIES: Runway incursions prevention measures; Airport airside capacity enhancement measures; Introduction of advanced surface movement guidance and control systems (A-SMGCS); Introduction of progress collaborative decision-making at airports; Update Airport strategy and operation concept; Conduct airport-related research and development and validation in cooperation with the EEC; Integration of airports into the network capacity planning and enhancement process. BENEFITS FOR STAKEHOLDERS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the Operational Improvements (OI) as described in the ATM roadmap. As presented in chapter ATM performance activities benefits, the expected ATM benefits have resulted from the implementation of three sets of OIs clusters related to three slice periods , and within five areas of improvements. Each activity page 114

115 3.7 AIRPORT OPERATIONS could impact more than one Operational Improvement cluster thus more than one area of improvement. For the period in the figure have been presented the main contributions to EATM network and emphasised the interrelations with other areas of improvements. However, for each individual activity in the paragraph Link with OIs and expected benefits, the contributions related to all three periods are reflected wherever information is available. FOCUS ON 2006 EXPECTED ACHIEVEMENTS The 2006 expected achievements are presented in the figure Figure : Airport Operations portfolio Airport Operations domain Airport Operations programme Figure : Main contributions to EATM network MAIN CONTRIBUTIONS AREAS OF IMPROVEMENTS TO EATM NETWORK AIRPORT OPERATIONS Airport Operations domain coordinates with the Airports Programme on their delivery of the Airport Operations related clusters for this time frame. Research activities will provide high quality operational data on which to build advanced analytical and predictive tools to measure more accurately airport throughput and future capacity needs. Airports Operations programme contributes to Airport Operations related clusters by: developing guidance for optimised airside (and landside) logistics in support of increased predictability of turn - around times through improved information sharing, collaborative pre-departure sequence and CDM in adverse conditions by developing guidance for improvement in airport systems and procedures making use of surveillance data Figure : 2006 Expected achievements 2006 EXPECTED ACHIEVEMENTS Airports Operations programme Implement Airport Airside Capacity Planning Method (ECIP AOP08) Seamless interface with DMEAN programme Airport Operations domain Airport Operational Concept, Modelling & Performance Assessment Airport Operational Concept Document (OCD) page 115

116 3.7 AIRPORT OPERATIONS Airport operations domain OBJECTIVES The AOP domain objective is to enable progress towards the Gate- to- Gate concept through the definition of Airport operational concepts and strategy and the development and implementation of guidance for new technology and/or procedures to create the required additional airport throughout to satisfy the expected growth in air traffic demand. It became obvious that airports would become traffic bottlenecks if enhancement of their airside capacity in step with air transport requirements would not be addressed adequately in the light of continuing growth. In addition, the Domain will ensure timely initiation of projects and programmes that will contribute to enhancing aerodrome airport throughput in a safe and economical way, and, as a first step, to optimise the use of available capacity whilst minimising airport ATM-related costs and maintaining safety levels. The Airport Operations domain addresses specifically aerodrome control, its interaction with airport ground operations and their combined interaction with the ATM system. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period the Airport Operations domain coordinates with the Airports Programme on their delivery of the Airport Operations related clusters for this time frame. Research activities will provide high quality operational data on which to build advanced analytical and predictive tools to measure more accurately airport throughput and future capacity needs. For the period the domain will directly contribute to the following operational improvement clusters: Gate-to-Gate Turn - around management by providing increased delay predictability, minimised and optimally distributed between pre-departure and en-route while maintaining highly efficient arrival flows. Time spent in arrival stacks will be minimised; Routing of mobiles on manoeuvring area by enabling increased situational awareness for controllers, pilots and vehicle drivers, including better detection of potential conflicts between mobiles on the airport surface; Integrated sequence management applications + ATSAW through the optimisation of runway usage; Integrated 4D Airport Operations by enabling full collaborative integration of stakeholders operations at airports. These contributions will be reflected through the following activities: Airport Operational Concept, Modelling and Performance Assessment; Total Airport Management; Surface Movement Management; Runway Management; Integrated Risk Picture; Support to SESAR. To be noted that additional effort is required to validate and quantify the benefits of each cluster for further increase the quality of the information available. MAIN TASKS The main tasks in the domain evolution phase are the definition and maintenance of the Airport Operations Concept (AOC) and the domain strategy, initiation of applied R&D as required and the preparation of future elements of the Airport Operations Programme (APR) follow -on work. In addition to the specification of the Directions for Change (DfC), the domain identifies the enablers required to support airport-related operational improvements, for which other domains are responsible. Other domain activities encompass: programme/service definition phase; programme/service planning and feasibility assessment phase; acting as an airport community focal point; formulation of and obtaining agreement on airport ECIP implementation objectives. Consideration is being given to develop and maintain a European airports database to support the various stakeholder page 116

117 3.7 AIRPORT OPERATIONS groups. It is intended to provide supporting information to airport operators to help ensure that sufficient airside capacity will exist to address the future demand for aircraft operations. It will provide the necessary organisation and infrastructure for collection and delivery of operational data to authorised users to conduct studies for future infrastructure and procedures development; and perform capacity, safety and environmental data analysis and statistics generation. In addition, the domain s airport capacity analysis and modelling activity can under certain conditions provide assistance to airports within the ECAC area for their airside capacity assessments of current and future airport infrastructure and operations. Moreover, it provides on-line help to airports that use the Commonly Agreed Methodology for airport Airside Capacity Assessment (CAMACA) analytical model via the worlwide web. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The stakeholders are expected to implement the airport operations related ECIP implementation objectives which were agreed in full consultation with stakeholders and which are aimed at achieving the directions for change and operational improvements identified in the ATM and airport operations strategies. participation in the associated Agency working arrangements, will monitor, counsel, support and validate the developments of the airport operations domain. LINK WITH OTHER EATM ACTIVITIES The scope of airport airside activities necessitates strong links between the Domain and all other domains, particularly those associated with airspace management, air traffic flow and capacity management, ATS automation requirements and those generating enabler development programmes that provide technical innovations in the diverse range of airport and aircraft systems applications and procedures (Communication, Navigation & Surveillance). Additionally, the domain has ties to a number of projects being progressed by the European Commission in its series of framework research projects. WORKING ARRANGEMENTS The domain is supported by the Airport Operations Team (AOT). Currently the following groups or task-forces (see ) support the ongoing AO activities: an Airport Operations Programme and Domain Advisory Group (APRAG); an Airport Airside Capacity Modelling (ACAM) Task-Force; an Airport Capacity Enhancement (ACE) Task-Force; an airport Collaborative Decision- Making (CDM) Applications Task Force. subjects. Information from these groups is fed back to support the Domain developments. EUROCONTROL FOCAL POINT The acting activity manager is Mr. P. Wilson (paul.wilson@eurocontrol.int) Further information is available at: and on STAKEHOLDERS INVOLVEMENT Stakeholders, consulted through their Other ad hoc sub-groups and task forces may be established to address specific page 117

118 3.7 AIRPORT OPERATIONS Figure EXPECTED ACHIEVEMENTS FOR AIRPORT OPERATIONS DOMAIN Airport Operational Concept, Modelling & Performance Assessment Airport Operational Concept Document (OCD) Airport Performance Criteria Document Airport Target Architecture Document Total airport management Total Airport management concept document Airport CDM elements for level 4 document Airport models document Surface movement management Integrated Tower Working Position Concept Document A-SMGCS advanced levels concept and definition document Airport data -linking elements concept and definition document Runway management Wake Vortex Procedure Development and Validation document Closely -spaced Parallel Runways operations concept document Crosswind reduced separations for Departure Operations concept document Approach & Departure Management concept document Integrated Risk Picture ATM and Risk models for airport operations Contribution to SESAR Airport Operation Strategy Airport Operation Concept R&D results and coordination Figure : Airport domain working arrangements Airport Operations Team (AOT) Airport Operations programme and Domain Advisory Group (APRAG) Airport domain (AOP) page 118

119 3.7 AIRPORT OPERATIONS Airport operations programme OBJECTIVES The objective of the APR is to create the conditions to achieve the Operational Improvements (OIs) related to airport and ATM operations under the corresponding six Directions for Change (DfCs) and to steer their implementation. The APR generates activities focused on airport ATM airside operations aimed at the maintenance or improvement of safety levels and the optimisation of ATM overall. It will achieve this, firstly, through actions that will allow airports to make optimum use of available but still often under-utilised or unlocked capacity and, secondly, through the creation of additional airside capacity by adopting new technology and/or procedures. The ambitious objectives of the Programme will be achieved by developing and harmonising new methods, investigating and promoting best practices and establishing a framework for co-operation between airside partners. The best practices have been observed throughout the ECAC region and are based on technical and operational solutions already in existence or under development by the airports themselves. The programme will also promote a philosophy of cost efficiency and better coordination of decision-making by the air traffic service providers, the airline operations and the airport operations network. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period the programme will directly contribute to the following operational improvement clusters: Airport CDM level 1 & 2 by developing guidance for optimised airside (and landside) logistics in support of increased predictability of turn - around times through improved information sharing, collaborative pre-departure sequence and CDM in adverse conditions; Airport Situational Awareness and Runway Incursion Alert System (RIAS) by developing guidance for improvement in airport systems and procedures making use of surveillance data. To be noted that additional effort is required to validate and quantify the benefits of each cluster to further increase the quality of the information available. MAIN TASKS The APR now comprises the following four activities: 1. Improved traffic management on the movement area, improving safety and the efficiency of surface operations, in particular during reduced visibility conditions, through the phased development and implementation of the Advanced Surface Movement, Guidance and Control System (A-SMGCS) functionality, i.e. improved surface movement surveillance, conflict detection and alert and the development of runway safety nets based on A-SMGCS; 2. Collaborative Decision Making, ensuring that relevant stakeholders will be provided with the information that is essential for their operations in a timely manner, in order to efficiently utilise the enroute and airport capacity in an integrated fashion through the application of Collaborative Decision Making between ATC, ATFM, Aircraft and Airport Operators; 3. Airport airside Capacity Enhancement practices and initiatives, establishing and recommending best practices that enhance runway capacity and achieve harmonisation of Ground Control, ATC and aircrew operating procedures for operations on the movement area, with the goal of reducing runway occupancy and taxi times to the minimum safely practicable; 4. Runway safety, ensuring the harmonised implementation of the European Action Plan for the Prevention of Runway Incursions, as well as the development of wake vortex separation criteria for the A380. The four projects cover a broad spectrum of airside operations. Together they offer a cohesive approach to the improvement page 119

120 3.7 AIRPORT OPERATIONS of efficiency and harmonisation across the European region. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The stakeholders plans are defined through the following ECIP objectives ( edition); The agreed harmonisation objective AOP01.2 (Implement method and best practice techniques based on the EUROCONTROL capacity and efficiency implementation manual) with a planned achievement date in December 2007; The tentative objective AOP02.2 (Implement a methodology for airport airside capacity assessment as a means to assist in analysing available airport capacity, and provide airport information to the EUROCONTROL Agency); The agreed pan-european objective AOP03 (Improve runway safety by preventing runway incursions) with a planned start of operation in April 2003 and a planned achievement date of January 2008; The agreed harmonisation objective AOP04.1 (Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) level 1) with a planned achievement date in January 2007; The tentative objective AOP04.2 (Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) level 2) with a planned achievement date in January 2007; The agreed harmonisation objective AOP05 (Implement airport Collaborative Decision Making (CDM)) with a planned achievement date of January 2008; The agreed harmonisation objective AOP08 (Implement Airport Airside Capacity Planning Method) with a planned start date of January STAKEHOLDERS INVOLVEMENT The main stakeholders are: the airport community, which will benefit from the availability of standardised methods, procedures and interconnected data processing developed through the programme; airspace users, who will benefit from improved quality of airport services, improved techniques and procedures and the introduction of higher levels of automation, improving the efficiency of flight operations; air navigation service providers, who will benefit from standardised Recommended Performance Levels, developed through the programme in order to ensure the provision of safe, reliable and cost effective services; the support industry, which will benefit from standardised specifications for airport equipment and services, enabling greater time and cost-efficiency in design and production; international organisations, national and local regulatory authorities and the military authorities, which will be involved in the airport-related developments and whose interests and requirements will be taken into account in the APR. LINK WITH OTHER EATM ACTIVITIES The airport operations programme has close links with most other domains, as well as the CFMU, ECODA, the Eurocontrol Experimental Centre (EEC), and the Institute of Air Navigation Services (IANS). WORKING ARRANGEMENTS The programme is managed by the Agency in consultation with the Airport Operations Team (AOT) through the Airport Operations Programme Advisory Group (APRAG), and is sub-divided into 4 separate but inter-related projects, each having its own co-ordination group. (see figure ) EUROCONTROL FOCAL POINT The activity manager is Mr. E. Miart (eric.miart@eurocontrol.int) Further information can be found on the Eurocontrol web site at: page 120

121 3.7 AIRPORT OPERATIONS Figure EXPECTED ACHIEVEMENTS FOR AIRPORT OPERATIONS PROGRAMME Improved traffic management on the movement area Implement Advanced Surface movement Guidance and Control System (A-SMGCS) Level 1, which consists of an airport surface surveillance system that provides ATC with the position and automatic identity of all relevant aircraft and vehicles; (ECIP AOP04.1) Implement Advanced Surface movement Guidance and Control System (A-SMGCS) Level 2, which consists of an airport surface surveillance system complemented by an control tool to detect potential conflicts on runways and intrusions into restricted areas and provide the controllers with appropriate alerts; (ECIP AOP04.2) Collaborative Decision Making Implement Collaborative Decision Making (CDM) (ECIP AOP05) Airport airside Capacity Enhancement practices and initiatives Implement method and best practice techniques based on the EUROCONTROL capacity and efficiency implementation manual (ECIP AOP01.2) Implement a methodology for airport airside capacity assessment as a means to assist in analysing available airport capacity, and provide airport information to the EUROCONTROL Agency (ECIP AOP02.2) Implement Airport Airside Capacity Planning Method (ECIP AOP08) Runway safety Implement runway safety by preventing runway incursion (ECIP AOP03) Contribution to DMEAN Seamless interface with DMEAN programme Implementation of airport best practices Focus on highly congested airports Figure : Airport programme working arrangements Airport Operations Programme AG AOT A-SMGCS Project Airport CDM Applications Project Runway Safety Project Airside Capacity Enhancement Project page 121

122 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS 3.8 COMMUNICATIONS, NAVIGATION AND SURVEILLANCE ENABLERS Introduction CNS activities comprise those actions that provide harmonised and integrated ground and airborne navigation, communication and surveillance solutions for the European aviation sector, as well as securing and managing the availability of radio frequency spectrum for military and civil ATM users. MAIN AIMS: Enable the rationalisation, harmonisation and standardisation of the appropriate communication, navigation and surveillance infrastructure, ground based and airborne, required to support safe, cost effective and secure ATM operations; Maintain and develop pan-european expertise to support the business aims of the Sector Productivity, Network Efficiency, Airport Operations and Safety, Security, Sustainability and Human Factor (SSSH) Consolidated activities areas. COMMUNICATION, NAVIGATION, SURVEILLANCE INFRASTRUCTURE ENABLERS PORTFOLIO The number of activities in the portfolio varies over time and encompasses work that ranges from domain evolution to service provision based on operational needs to meet future or new stakeholder requirements. Each EATM activity could have impacts on more than one core process but is retained where the key deliverables bring the most important feature.the current portfolio is shown in figure For each individual activity its description provides summaries in terms of objectives, link with Operational Improvements (OI), expected benefits, main Agency tasks, expected achievements, the stakeholders contribution to the work and their related implementation plans, interdependencies with other activities and the associated European working arrangements as well as the name of the responsible EUROCONTROL activity manager. KEY ACTIVITIES: Identifying and developing current and future Communications, Navigation and Surveillance architecture and institutional requirements; Identifying and developing current and future CNS strategies; Preparing standards and community specifications; Developing new CNS concepts; Initiating pan-european CNS implementation programmes; Developing RNAV applications; Coordinate European Aviation spectrum requirements for ITU. PRIORITIES: Evolution of Future Communications Infrastructure; Implement management of aviation radio spectrum at European level; Support implementation of Precision- NAV; Support rationalisation of Navigation infrastructure; Feasibility and planning of Multi-lateral implementation; Upgrade CNS strategy and roadmap for SESAR; Feasibility and planning of Aeronautical Message Handling System; Feasibility and planning of a Pan European Network; Progress RNP RNAV; Maintain and further develop the civil-military CNS/ATM interoperability roadmap; Upgrade Surveillance products for Mode S and CASCADE. BENEFITS FOR STAKEHOLDERS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the Operational Improvements (OI) as described in the ATM roadmap. For the period in the figure there are presented the main contributions to EATM network. However, for each individual activity in the paragraph Link with OIs and expected benefits, the contributions related to all three periods are reflected wherever information is available. FOCUS ON 2006 EXPECTED ACHIEVEMENTS The 2006 expected achievements are presented in the figure page 122

123 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS Figure : CNS Infrastructure Enablers portfolio Communication domain Navigation domain Surveillance domain Spectrum Defence domain Frequency Management service Surveillance services Surveillance Products Center function Figure : Main contributions to EATM network MAIN CONTRIBUTIONS AREAS OF IMPROVEMENTS TO EATM NETWORK CNS INFRASTRUCTURE AIRPORT ENABLERS OPERATIONS Communication domain enables a timely availability of cost /effective suitable communication infrastructure. Surveillance can be regarded as a fundamental enabler to many, if not all, Operational Improvements (Clusters) enabling that the surveillance systems provide a suitable, timely availability and cost/effective ATM surveillance system infrastructure, as required to implement the OI. Navigation domain: Contributes to Airport operations area by enabling flight procedures to be flown accurately and the routes to be structured in accordance with Airspace requirements and environmental constraints no longer dependent upon the placement of ground navigation aids. Ensures the provision of improved approach procedures that will enable operation to lower decision heights leading to improved operations in low visibility conditions. The provision of the vertical guidance to runways without ILS will increase safety and will contribute to the reduction in CFIT 48. Develops the Precision Approach and Landing using GNSS providing precision approach capability at those airports not equipped or will replace/ complement ILS ; Timely availability of cost / effective suitable navigation infrastructure. The domain will support the enabling of GNSS to be used in all phases of flight. Spectrum Defence domain coordinates and represents ATM interests in international spectrum coordination. Frequency management and surveillance services are instrumental in providing all the necessary information, facilitation and support for ensuring timely performance delivery of the European ATM system. The Surveillance Products are not directly linked with any single operational improvement but contribute to the achievement of several operational improvements. This contribution consists in the provision of Surveillance Products enabling the introduction of new Surveillance technologies (Mode S Elementary Surveillance, Mode S Enhanced Surveillance, ADS-B, etc) 48 Controlled Flight into Terrain (CFIT) page 123

124 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS Figure : 2006 Expected achievements 2006 EXPECTED ACHIEVEMENTS Communication domain Upgrade of the Communication Strategy (SESAR) Future Communication (Potential links with SESAR) AMHS Network (Pan European Network Program Initiation and FMTP IR) Surveillance domain Surveillance Architecture Update Surveillance Strategy Surveillance Standards Updates Continuous support to ADS Package 2 and 3 49 Mode S Interrogator Code (IC) Allocation Scheme Update Update of All purpose Structured EUROCONTROL surveillance Information exchange (ASTERIX) Category Formats SSR 1030/1090 RF Fruit Measurements Analysis Report 50 Spectrum Defence domain Incorporate agreed elements of the AESS (Aeronautical European Spectrum Strategy) in the CNS strategies Frequency management service Start of operations of the Central frequency management system for an improved and transparent Frequency registration and coordination with direct access, through Internet, for States. Surveillance services Continuation of maintenance and upgrades of products Transition to alternative financing Marketing of products beyond ECAC Surveillance Product Centre ARTAS, RMCDE and SASS-C baseline upgrades, with initial capabilities for processing Mode S Enhanced Surveillance and ADS-B Data in addition to conventional sensors 49 Work in cooperation with Air Traffic Domain 50 with the increasing use of the SSR 1030/1090 MHz,RF Fruit development has to be measured and monitored to undertake appropriate measures when saturation might become a threat page 124

125 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS Communications domain OBJECTIVES The communications domain is responsible for the management of activities and projects which enable the appropriate communication infrastructure required to support the exchange of information between airspace users (mobile and fixed). In addition the activities of this domain promote and contribute to the harmonisation and standardisation of ATM-related communication systems by using wherever possible existing telecommunications industry specifications to maximise cost-effectiveness and by providing communications expertise and support within EATM and the ECAC area. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the whole strategy period it is to be mentioned an important contribution that is not directly linked with any single operational improvement but takes the form of enablers that contribute to more than one operational improvement. This contribution consists of: Timely availability of cost /effective suitable communication infrastructure. In the period , work will concentrate on: Providing the required voice channel allocations through better spectrum allocation and increasing 8.33 khz implementation; Completing all activities related to VDL studies (VDL simulation, frequency planning and capacity simulation and measurement); Continuing the monitoring of current technical communication means (PLOC); Developing and Implementing a Pan European Network and support AMHS implementation. In the period , work will concentrate on implementation of a new communication infrastructure, most likely outside the VHF band, performed in close conjunction with FAA and ICAO. To be noted that additional effort is required to validate and quantify the benefits of each cluster to further increase the quality of the information available. MAIN TASKS The communication domain manages the sub-domains, maintains close relationship with stakeholders (ANSPs, Industry etc...) and reviews the subdomains deliverables. The communication domain maintains and updates regularly the domain action plan and the communication domain strategy and roadmap. It also holds regular meetings with stakeholders and partners to align its strategy on users needs and Industry capabilities. Finally the Communication Domain performs the work in relation to supporting the standardisation activities in various groups (ICAO, RTCA, EUROCAE, ETSI etc). The Communication Sub-domains are: The Future Communication Subdomain: manages all activities related to the future communication infrastructure (FCI) from identification of requirements to technology evaluation as well as performance/capacity simulations. All phases of flight, i.e. surface (mainly airport), TMA, enroute and polar-oceanic communications are within the scope of the work. Part of the tasks performed in the Future Com Sub-Domain are coordinated with the Federal Aviation Administration in order exchange technical study results and converge to identical and/or compatible communication systems on both site of the Atlantic. These activities are described in the EUROCONTROL/FAA Memorandum of cooperation, Action Plan 17. In addition the Future Com sub-domain includes studies on IPv6 protocol for mobility, Security (IP-SEC) and satellite communications; The Current System Sub-domain: monitors and proposes enhancement to the current communication infrastructure. The domain maintains accurate information on current communication system capacity and demand. This Sub-Domain conducts studies on current communication technologies in order to propose slight modifications to existing technologies to meet short term requirements (1-5 years). In addition it also provides support to programs by conducting technology investigations and simulations when needed; page 125

126 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS The Network Sub-domain: performs studies for Ground-Ground network infrastructures and standards, based as far as possible on industrial standards (such as IP for instance). The main task of the Network Sub Domain is to study the potential options for a Pan European Network, carrying voice and data for the benefit of ANSPs. It includes technical and institutional arrangements; The AMHS Sub-domain: performs studies and developments required for the migration of the existing AFTN/CIDIN network to AMHS such as ECG and AMHS off-line developments; The Voice Sub-domain: manages all activities related to the voice applications used for the purposes of Air Traffic Management. The main scope of the Sub-domain is ground telephone applications including pointto-point links and networks but the ground component of Air/Ground voice communications from Control Centres to the radio station is also included.the voice Sub-domain is the custodian of numerous voice guidelines documents and has responsibility for their maintenance. Study work is also an important element to ascertain where new technology may be utilised to bring about improvements in the quality of services and efficiency without undue expenditure. The Sub-domain also provides technical assistance to States, as required, ranging from special investigations, workshops and assistance with Local Implementation Plans; The Support Sub-domain: provides appropriate support to other Domains requiring communication support. In addition it supports ICAO for the AFTN/CIDIN off-line management. In addition to the activities mentioned above, it is envisaged that programmes could be defined and initiated in the area of migration from AFTN/CIDIN to AMHS, deployment of the QSIG digital signalling; migration from X.25 ground network services to IP ground network services (Pan European Network). EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The stakeholders will implement the communication strategy as summarised by the following diagrams for fixed and mobile communications. ( see figure ) In the medium-term, stakeholders implementation plans are defined through the following ECIP objectives: the agreed pan-european objective COM04 (Migrate flight data exchange from X.25 to TCP/IP) with a planned deployment date of December 2007; the agreed harmonisation objective COM05 (migrate from AFTN/CIDIN to AMHS for international communications) with a planned deployment date of December 2007; the agreed multinational objective COM06 (Migrate to ATS-Qsig digital signalling for ground telephone applications) with a planned deployment date of December 2008; the objective under development COM09 (Migrate ground international or regional X.25 data networks or services to the internet protocol) with planned deployment date of December STAKEHOLDERS INVOLVEMENT Airport operators and air navigation service providers - will deploy and use the new communications systems services together with industry, and contribute to the decision steps in the future communication infrastructure. Military authorities and airspace users - will implement the necessary avionics to use mobile systems, and contribute to the decision process on the longer term solution. Regulatory authorities - will ensure regulatory material is available and endorse the operational use of new communication services. Aeronautics industry - will ensure the appropriate equipment is available on time and participate in the deployment of the communication infrastructure. LINK WITH OTHER EATM ACTIVITIES The communication domain depends on the identification of future communication needs which derive from the work of other activities, in particular the ATC & SUR domains,, the LINK programme, the CASCADE programme, the Airport Operations programme and the 8.33 khz programme. page 126

127 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS WORKING ARRANGEMENTS The communication domain is supported by the communication team. (see figure ) EUROCONTROL FOCAL POINT The activity manager is Mr. J. Pouzet More information can be found on the EUROCONTROL web site: htm Figure EXPECTED ACHIEVEMENTS Upgrade of the Communication Strategy (SESAR) Future Communication (Potential links with SESAR) Voice (ATS-QSIG documentation) AMHS Network (Pan European Network Program Initiation and FMTP IR) Figure BASELINE Short 2011 Medium 2015 Long 2020 END-TO END DATA SERVICES ACARS (A/G), Early DLA s OLDI, ASTERIX (G/G) Messaging Apps over AFTN p LINK Services = CASCADE Stream 2 Services = CASCADE Stream 1 Services p Collaborative Decision Making p Msg. Apps. over AMHS = Safety Critical Datalink Services END-TO END VOICE SERVICES R/T (4444) cfr Note VCS/ISDN Conferencing p QSIG = Voice over IP (H.323/SIP-based services) = Enhanced / selective call & digital voice MOBILE NETWORK SERVICES ACARS (data) VDL 2 25kHz DSB AM 8.33kHz DSB AM p Extended 8.33kHz = Enhanced A/G (New Systems) PAN- EUROPEAN (FIXED) NETWORK SERVICES AFTN, AMHS, AMHS/AFTN GW MFC/R2, ISDN, QSIG ATN Gnd Routers X.25 Frame Relay Asynch Transfer Mode p International AMHS ECG p PNNI p ATN Ground Routers p High QoS IP Network i/fs = New data storage, access and Distribution services p Seamless Network Systems Management Note: Doc 4444-ATM/501 Procedures for Air Navigation Services - Air Traffic Management 14th Edition 2001 page 127

128 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS Figure : Communication working arrangements COMMUNICATIONS TEAM Pan European Network Development Focus Group PDFG COM Strategy Task Force CS-TF Cross Border Task Force CROBOCOM-TF Comms at the Border of ECAC Experts Forum CBE-F Air-Ground Communications Focus Group AGC-FG Voice Communications Experts Forum VCE-F page 128

129 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS Surveillance domain OBJECTIVES Surveillance systems are an essential element of integrated Air Traffic Management (ATM) operations. Future systems will be capable of extracting Air Derived Data (ADD) parameters that will enhance ATM performance and enable new forms of control, such as the delegation of separation assurance. The domain facilitates co-ordinates and monitors the development of safe, effective and efficient surveillance solutions that will support the evolution of future European ATM systems. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed ECIPs and the Operational Improvement (OI) Clusters for the period , as described in the ATM roadmap (European ATM Performance Enhancement Activities). Surveillance can be regarded as a fundamental enabler to many, if not all, Operational Improvements (Clusters) enabling that the surveillance systems provide a suitable, timely availability and cost/effective ATM surveillance system infrastructure, as required to implement the OI. To be noted that additional effort is required to validate and quantify the benefits of each cluster to further increase the quality of the information available. MAIN TASKS The domain evolution tasks of the surveillance domain are to: produce and maintain the surveillance strategy in line with the ATM Strategy and operational improvements roadmap; to produce and maintain the surveillance architecture; to produce and maintain surveillance standards, guidelines and specifications; maintain specific domain deliverables: co-ordination of Mode S Interrogator Code (IC) allocation; surveillance evaluations and appraisal programme; all purpose Structured EUROCON- TROL surveillance Information exchange(asterix) development; CIMSEL - Civil Military SSR Environment Liaison; 1030/1090 RF FRUIT measurement and monitoring; utilise applied R&D to prove applications or to develop concepts through next phases of the Programme/ Service Business Model; develop technical concepts such as: Automatic Dependent Surveillance-Broadcast / ADS-B (Packages 2 and 3); Traffic Information Services (TIS advisory service); Aerodrome and wide-area multilateration; Processing of 1090 Extended Squitter signals at Mode S sensor site; Multifunction Information Distribution System to support ADS-B, in close co-operation with other Domains. No programme/service definition and initiation and programme/service planning and feasibility are currently planned. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The stakeholders will implement the surveillance services and infrastructure evolution in line with the EUROCONTROL Surveillance Strategy for ECAC. Stakeholders implementation plans are defined through the following ECIP objectives, that can be consulted at idelines/index.html; the achieved harmonisation objective SUR01 (Implement dual Secondary Surveillance Radar (SSR) coverage); the agreed multinational objective SUR02 (Implement Mode S Elementary Surveillance) with planned deployment date 03/2007; the agreed multinational objective SUR04 (Implement Mode S Enhanced Surveillance) with planned deployment date 03/2007; the tentative harmonisation objective SUR05 (Implement ground-based surveillance of continental airspace and airports via Automatic Dependent Surveillance Broadcast (ADS-B)) with planned deployment date 06/2010. page 129

130 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS STAKEHOLDERS INVOLVEMENT Stakeholders, through their participation in the associated EUROCONTROL working arrangements will monitor and support the developments of the surveillance domain. LINK WITH OTHER EATM ACTIVITIES The surveillance domain supports the activity deliverables of other domains and surveillance Programmes for which it is expected to provide the enabling surveillance architecture, standards, research and development and infrastructure. These include communications, air traffic control, data processing, airspace management, and navigation and airport operations domains. The programmes where the support is the highest are CASCADE Programme (Merged programme of ADS-B and the Air-Ground Co-operative Air Traffic Services (AGC)), the Mode S Programme, the Automated Support to Air Traffic Services (ASA) Programme, and Airport Operations Programme (AOP). WORKING ARRANGEMENTS The domain is advised by the Surveillance Team (SURT), which represents the stakeholders of surveillance. EUROCONTROL FOCAL POINT The activity manager is Mr. J. Berends (Jan.berends@eurocontrol.int) More information can be found via the EUROCONTROL web site: surveillance.html 51 Work in cooperation with Air Traffic Domain 52 with the increasing use of the SSR 1030/1090 MHz,RF Fruit development has to be measured and monitored to undertake appropriate measures when saturation might become a threat Figure EXPECTED ACHIEVEMENTS FOR SURVEILLANCE DOMAIN Surveillance Architecture Update (each two years) Surveillance Strategy (each two years) Surveillance Standards Updates Continuous support to ADS Package 2 and 3 51 Multi-Lateration concept Mode S IC Allocation Scheme Update Update of ASTERIX Category Formats SSR 1030/1090 RF Fruit Measurements Analysis Report 52 page 130

131 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS Navigation domain OBJECTIVES The main objectives of the navigation domain are to develop and maintain the navigation strategy and implementation plan ensuring it meets the ATM2000+ objectives and contributes to a safe and cost effective means of meeting the future ECAC capacity requirements. The Navigation domain defines and support the activities needed to realise the navigation steps identified. Within this framework, it will facilitate the migration towards a total RNAV 53 environment (enroute, TMA, approach), it will support improved and cost effective precision approach and landing, it will support the ICAO Safety objectives of supporting the replacement of conventional Non Precision Approach by RNAV based Continuous Descent Final Approaches, it will optimise required navigation infrastructure through an appropriate mix of ground and space based navigation aids, it will ensure coherence of equipment requirements and it will assure the safety of navigation applications. The objective of the RVSM Monitoring Activity (RMA) is to ensure that operation of RVSM in ECAC airspace remains safe. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period the domain will directly contribute to the following operational improvement cluster: Arrival and Departure support with P-RNAV 54 by enabling flight procedures to be flown accurately and the routes to be structured in accordance with Airspace requirements and environmental constraints no longer dependent upon the placement of ground navigation aids. For the period a direct contribution will be provided to the following operational improvement clusters: Conflict management support using intent by defining the flight intent information and establishing functional and operational requirements for future FMS/RNAV; Integrated 4D Sector operations through alignment of ground systems capabilities with 4D trajectory prediction and guidance capabilities of aircraft to increase the quality and usability of data exchanged via data link. To be noted that additional effort is required to validate and quantify the benefits of each cluster to further increase the quality of the information available. It is to be mentioned an additional contribution that is not directly linked with a single operational improvement but takes the form of enablers that contribute to more than one operational improvement. This contribution consists of: Approach Procedures Through the availability of RNAV/FMS systems with GNSS positioning, the provision of improved approach procedures enabling NPAs to be replaced by Approach with Vertical Guidance. These will include GPS with Barometric VNAV enabling approaches to be flown with vertical guidance to runways not equipped with ILS. In addition EGNOS will support a geometrically defined approach path enabling further operational improvements to be made. These will enable operation to lower decision heights leading to improved operations in low visibility conditions. The provision of the vertical guidance to runways without ILS will increase safety and will contribute to the reduction in CFIT 55 ; Landing System Another contribution is made by the development of Precision Approach and Landing using GBAS 56 GNSS providing precision approach capability at those airports not equipped with ILS today or by replacing/complementing ILS where operational constraints from the use of ILS (eg multipath) or where capacity enhancement can be achieved through the availability of GNSS based landing (eg reduced protected areas); Timely availability of cost / effective suitable navigation infrastructure.the domain will support the enabling of GNSS to be used in all phases of flight. The aim being to enable EGNOS application for APV from 2007 and, with the availability of Galileo from 2012 to use GNSS to the maximum extent possible commensurate with safety and cost efficiency. page 131

132 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS MAIN TASKS The main domain evolution tasks of the navigation domain are: domain management; application of P-RNAV in terminal airspace; long term application of 4D RNAV 57 ; RNAV approaches (Approaches with Vertical Guidance (APV)); precision approach and landing; navigation avionics; optimum navigation infrastructure requirements for RNAV operations; enabling GNSS for all phases of flight; data quality for gate to gate operations; impact evaluation of proposed NAV developments and user support; Analysis of performance and safety assessment of NAV developments; R & D co-ordination & technology watch; Confirm continued long term safety of RVSM technical and operational performance, evaluate trends and - take action through interfaces with operators, manufacturers and certification authorities to correct any trend that if not correct will ultimately result in safety targets not being met. The main programme/service definition and initiation tasks of the navigation domain is: application of RNP RNAV 58 in mediumterm. No programme/service planning and feasibility tasks are currently planned in the navigation domain. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The navigation strategy identifies the need for an RNAV based navigation environment in the whole ECAC area and for all phases of flight by The stakeholders will implement the navigation strategy as summarised by the two attached diagrams for applications and infrastructure. In the medium-term, stakeholders implementation plans are formalised through the following ECIP objectives; The agreed harmonisation objective NAV03 (Implementation of precision RNAV as an interim step towards RNP RNAV) with planned start of operation January 2005; the tentative Pan-European objective NAV05 (Implementation of Required Navigation Performance (RNP) - Area Navigation (RNAV)) with planned deployment date 2010; the tentative pan-european objective NAV06 (Rationalisation of navigation infrastructure) with planned deployment date October 2010; the tentative harmonisation objective NAV07 (Enable implementation of RNAV approach procedures based on DME/DME and/or basic GNSS, and RNAV approach procedures wih barometric vertical guidance (ICAO APV/Baro VNAV)) with planned start of operation 2006; the tentative harmonisation objective NAV08 (Enable implementation of approach procedures with vertical guidance using SBAS (ICAO APV I&II)) with planned start of operation January 2007; the tentative harmonisation objective NAV09 (Enable GBAS Cat. 1 based precision approach service as a first step towards a system providing Category II and III capability) with planned start of operation STAKEHOLDERS INVOLVEMENT For each navigation application, every stakeholder will play a different role at different phases of the project lifecycle. Regulatory authorities: - ICAO, National CAAs, JAA, FAA, EUROCAE, the Safety Regulation Commission (SRC) and regulatory authorities or entities with regulatory functions will ensure the quality of the CNS/ATM service provision, support the development of approval material and, finally, approve the operational use of GNSS; European Union (through its Commission) and ESA - implement the European elements of GNSS; Airspace users: - will bring forward their various requirements for the implementation of GNSS to enable the introduction of a safe and cost-beneficial GNSS; Air Navigation Service Providers: - will provide services based on satellite navigation to provide improved navigation capabilities to increase safety and capacity under increased traffic and low visibility conditions; Aeronautics industry, including airframe and equipment manufacturers - will provide and maintain equipment. page 132

133 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS LINK WITH OTHER EATM ACTIVITIES The ADS programme will benefit from GNSS-enabled provision of accurate, high-integrity position information. The airport programme will benefit from GNSS-enabled departure, approach and missed approach procedures, A-SMGCS and more generally for all operations on the overall airport surface based on GNSS. The AIS Ahead programme will provide the co-ordinate data quality which is required to navigate in an RNP-RNAV environment. The Automated Support to ATS (ASA) and Air/Ground Co-operative ATS (AGC) programmes will validate some ATM concepts making use of the new navigation data capabilities planned to be made available by the navigation domain. The navigation domain is dependent on the programme deliverables for which it is expected to provide the enabling navigation applications and infrastructure: air traffic control, data processing, airspace and airport. WORKING ARRANGEMENTS The domain is advised by the Airspace and Navigation Team (ANT) and its subgroup: the navigation sub-group. EUROCONTROL FOCAL POINT The activity manager is Mr R. Rawlings More information can be found on the EUROCONTROL web site: 53 Area Navigation (RNAV) can be defined as a method of navigation that permits aircraft operation on any desired course within the coverage of stationreferenced navigation signals or within the limits of a self contained system capability, or a combination of these. 54 Precision RNAV (P-RNAV) is the aircraft and operator approval requirement that is introduced for RNAV procedures in ECAC Terminal Airspace 55 Controlled Flight into Terrain (CFIT) 56 Ground Based Augmentation System 57 3 D plus time 58 A statement of the navigation performance accuracy necessary for operation within a defined airspace. Figure EXPECTED ACHIEVEMENTS FOR NAVIGATION DOMAIN Enable implementation of approach procedure with vertical guidance (APV) using SBAS Decision on RNP RNAV GLS Cat I 4D RNAV requirements agreed VOR decommissioning planning completed Data quality meeting APV/GLS needs page 133

134 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS Spectrum management domain OBJECTIVES The primary objective of the Spectrum management domain is to defend the civil aviation interests in the radio frequency spectrum against an increasing commercial competition for this resource by obtaining favourable decisions in international radio band allocation i.e. provision of sufficient capacity for the operation and deployment of existing systems and for the development of future systems and; ensuring that emissions from nonaeronautical systems do not cause harmful interference to, or degrade the quality of, aeronautical systems. Spectrum management activities are performed continuously. These activities should be more and more intensive as the global radio spectrum becomes limited and as the aeronautical aviation spectrum will be more and more convoited by other user communities. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period it is to be mentioned an important contribution that is not directly linked with a single operational improvement but takes the form of enablers that contribute to more than one operational improvement. This contribution consists of: Coordinates and represents ATM interests in international spectrum coordination. To be noted that additional effort is required to validate and quantify the benefits of each cluster to further increase the quality of the information available. MAIN TASKS The main domain tasks are to: perform study reports related to CNS spectrum issues in order to facilitate the aviation position and spectrum strategy such as identification of threats and opportunities relevant to aviation radio spectrum, definition of common spectrum requirements, preparation and presentation of briefings in support of Spectrum defence at both the policy making and technical levels, development and maintenance of website information for stakeholders; develop and implement a new mechanism for European spectrum and frequency management; develop and maintain an Aeronautical European Common Position (AECP) on CNS spectrum issues; develop and maintain an Aeronautical European Spectrum Strategy (AESS); perform aeronautical spectrum allocation audits to demonstrate optimal use of allocated spectrum, or identify area of actions when a saturation in the use of radio spectrum is expected to occur. This activity does not aim to initiate a service nor a programme. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The stakeholders will align their Spectrum Strategy to the Aeronautical European Spectrum Strategy. In the medium term, the stakeholders implementation plans are defined through the ECIP implementation objectives: the agreed pan-european objective SPC01 (Organise & implement the management of the aviation radio spectrum) is planned to be deployed in June 2006; the tentative pan-european objective SPC02 (Implement co-ordinated spectrum allocation forecast and monitoring) is planned to be deployed in December STAKEHOLDERS INVOLVEMENT The stakeholders expected to actively contribute to these objectives are: International Organisations such as ITU, ICAO, etc and the National Regulatory Authorities. Stakeholders, through their participation to relevant working arrangements, monitor, advice, support and validate the developments proposed within the spectrum management domain. LINK WITH OTHER EATM ACTIVITIES All EATM activities relying on the use of CNS spectrum will benefit from the effi- page 134

135 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS cient management and defence of the aeronautical radio frequency spectrum. WORKING ARRANGEMENTS The activity is supported by the Spectrum and Frequency Management Consultation Group (SFCG) that directly advises the EUROCONTROL Director General on spectrum and Frequency matters. The SFCG is supported by a technical sub group named the Spectrum Management Group (SMG). EUROCONTROL provides secretarial support to these two groups. EUROCONTROL FOCAL POINT The activity manager is Mr. C. Pelmoine (Christian.pelmoine@eurocontrol.int) Figure EXPECTED ACHIEVEMENTS FOR SPECTRUM MANAGEMENT DOMAIN Incorporate AECP (Aeronautical European Common Position) in ITU WRC 07 decision Incorporate agreed elements of the AESS (Aeronautical European Spectrum Strategy) in the CNS strategies page 135

136 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS Frequency management service OBJECTIVES Aviation industry is highly dependent on the availability of natural elements and resources. Limitations and constraints on the natural resources like airspace (flow regulation), time (slot allocations) and weather will weight on traffic growth. A natural resources is often forgotten in this picture simply because human cannot perceive it, it is the radio electric spectrum. In effect Aviation requires, and owns internationally as well, a part (radio bands) in the radio electric spectrum offered by the nature. Aircraft systems and equipage as well as traffic increase do rely more and more on the availability of radio electric spectrum in order to communicate, navigate and ensure surveillance services as defined in CSN/EATM systems. The Eurocontrol ATM Strategy for the years identifies frequency management as an enabler for the technical integration of CNS/ATM systems into the pan-european infrastructure that supports the operational improvements, and thus contributes to meet the performance benefits. It contributes also to the success of the pan-european spectrum defence activities. Frequency management activities in Eurocontrol are a complement to frequency management activities at national level. It ensures that optimum usage of the radio bands is made at both national and European level for the aviation community benefit at large and the traffic increase requirements for the future. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS Ensuring timely performance delivery of the European ATM system is the result of performance monitoring, performance driven planning, timely identification, development and deployment of Best Practices and Operational Improvements and above all strong collaboration between all Stakeholders. The EATM Functions and Services are instrumental in providing all the necessary information, facilitation and support for this process. MAIN TASKS The frequency management service contributes to the optimum usage of the radio bands allocated to the aviation by performing, continuously a number of tasks. They are to: provide the States with centralised, reliable and updated information system on actual frequency allocations; provide the States with the necessary tools and know-how to support their frequency management and planning activities, based on the above centralised information system; provide the States with bi-annual Frequency plans for the VHF band MHz, including shifts of existing frequencies that are required by States to accommodate new frequencies in others States ; closely audit and monitor on regular basis the States frequency plans, management practices and actual frequency usage; develop criteria other than first come first served. These criteria will ensure that radio bands are optimally managed for the benefit of the overall European traffic increase; Verify, and apply if necessary thought the ARB 59 on behalf of States, that the criteria developed by the ARB for the assessment and the prioritisation in the VHF band are met for new requirements prior the bi-annual VHF Block Planning meeting of the ICAO/ EANPG/Frequency Management Group (FMG). simulate frequency bands future usage and evaluate potential congestion by forecasting new requirements in those bands, taking into account traffic increase scenario and strategic issues; support programmes (8.33, LINK), domains (communication, navigation, surveillance, safety and security) and external stakeholders (SFCG, ICAO EANPG/, FMG, ARB, IATA) on request. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN This activity is addressed by the agreed pan-european ECIP objective COM07 (improve the management and optimise the operational use of the aeronautical frequency assignments in allocated radio bands). page 136

137 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS STAKEHOLDERS INVOLVEMENT The main external stakeholders are the national regulators who have to provide their frequency assignments and to implement the tools (planning and forecasting tools, central database registration function), methods (planning methods and central coordination tools) and commonly agreed criteria (ARB criteria) for a more efficient frequency management. Another important stakeholder is IATA who delegated the VHF OPC bands advisory and management service to Eurocontrol (MOU under development). The ICAO EUR/NAT Office is also one stakeholder of importance. Support and advises is provide to the Paris Office of ICAO from the activity in order to allow the Pris Office to support States in the frequency management field. LINK WITH OTHER EATM ACTIVITIES This service provides support potentially to any EATM activity relying on the use of CNS spectrum. More specifically, support is presently given to 8.33 khz and LINK2000+ programmes, to the future communication systems activities within the Communication domain and to CEATS for the development of a Master Strategic Frequency Plan. All developments are made in close cooperation with the three CNS domains and with the spectrum management domain. WORKING ARRANGEMENTS This activity reports to the COM team when required, and to external stakeholders through ICAO working groups (like the EANPG 60 and its sub group the FMG) and with the SFCG 61. EUROCONTROL FOCAL POINT The activity manager is Mr. A. Astorino (antonio.astorino@eurocontrol.int) 59 EATM Authoritative Representative Body working arrangement 60 European Air Navigation Planning Group in ICAO EUR/NAT 61 Spectrum and Frequency Consultation Group Figure EXPECTED ACHIEVEMENTS FOR FREQUENCY MANAGEMENT SERVICE Start of operations of the Central frequency management system for an improved and transparent Frequency registration and coordination with direct access, through Internet, for States. Establish a CEATS frequency master plan, including frequency and airspace delegations by CEATS States Establish progressively a generalised and regular reporting mechanism on frequency usage and frequency demand forecast for all aviation bands/systems page 137

138 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS Surveillance services OBJECTIVES The surveillance services are responsible for three major Eurocontrol products with the objective of: providing software enhancements to the commonly developed ARTAS 62 system for functionality required by changes in the technical environment or common user needs, to give Central ARTAS software Maintenance and Operational Support (CAMOS) for those versions of ARTAS that are in pre-operational or operational use and to collect the ARTAS system data and parameters needed to ensure the exchanges of surveillance data between the Member States implementing ARTAS; providing software enhancements to the commonly developed SASS-C 63 tool for functionality required by changes in the technical environment or common user needs and to give Central SASS-C software Maintenance and Operational Support (SACMAS) for those versions of SASS-C that are in use; supporting all interested ECAC States in the planning and implementation phase of enhanced or new surveillance network infrastructure by consultation and co-ordination in the planning process and provide software enhancements to the commonly developed Radar Message Conversion and Distribution (RMCDE) Equipment and Radar Recording and Replay (RRR) Systems as well as central software maintenance and support. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS Ensuring timely performance delivery of the European ATM system is the result of performance monitoring, performance driven planning, timely identification, development and deployment of Best Practices and Operational Improvements and above all strong collaboration between all Stakeholders. The EATM Functions and Services are instrumental in providing all the necessary information, facilitation and support for this process. MAIN TASKS The surveillance services tasks managed through the Surveillance Product Centre that also deals with work on the Surveillance Products generated by the EATM Programmes. On behalf of the Surveillance Services work is focused on: ARTAS/CAMOS related tasks; operation of a software support centre for ARTAS; operation of a hotline/helpdesk for ARTAS user support is provided during normal Agency working hours; Support of ANSPs in procurement and system tuning; handling of ARTAS trouble reports, developing workarounds and/or fixes, as well as the distribution of validated patches; follow-up of change proposals and co-ordination of development work; ARTAS web site and FTP site maintenance; ARTAS baseline release, normally with a frequency of about one release per year. Surveillance network related tasks; support in the planning and implementation phase of enhanced or new surveillance network infrastructure by consultation and co-ordination in the planning process; software enhancements to the commonly developed RMCDE and RRR systems for functionality required by changes in the technical environment or common user needs; central RMCDE software maintenance and operational support including helpdesk function (RIT) and Central RMCDE hardware (board repair) Maintenance and Support (CRF). In addition the RMCDE system data and parameters are collected that are needed to ensure the exchange of surveillance data between the states implementing RMCDE; central RRR software maintenance and support through a small support contract with industry (the RRR system is not evolving much and is not critical for ATM operations). SASS-C related tasks operation of a software support centre for SASS-C; operation of a SASS-C a hotline/helpdesk for user support is provided during normal Agency working hours; handling of SASS-C trouble reports and developing workarounds and/or fixes, as well as the distribution of val- page 138

139 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS idated patches; follow-up of change proposals and co-ordination of development work; SASS-C web site maintenance; SASS-C baseline release, normally with a frequency of about one release per year. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN About 110 pre-operational and operational ARTAS systems at about 35 different sites were supported in A number of administrations and organisations have plans for implementation or show their interest and participate in the ARTAS Users Group (AUG). SASS-C systems are used by 30 States and a number of system providers to verify the ECIP Surveillance objectives and consist of more than 60 installations. Users participate in the SASS-C Users Group (SUGCT). RMCDEs/RRR are used by 15 States and have been implemented more than 70 times. Users participate in the RMCDE Users Group (RUG). Requests for use of the surveillance products outside ECAC were also received. STAKEHOLDERS INVOLVEMENT The users of the service are the service providers, including military authorities, R&D organisations and industrial partners in 60 organisations spread over 30 states. LINK WITH OTHER EATM ACTIVITIES The surveillance services are linked to the Mode S programme, the CASCADE programme and the Security, Communications and Surveillance Domains. WORKING ARRANGEMENTS The oversight management of the surveillance services is being currently undertaken by the SURveillance Team (SURT). EUROCONTROL FOCAL POINT The activity manager is Mr. H. Wilts hans.wilts@eurocontrol.int More information can be found on the Surveillance web site at: 62 The development of a prototype ATM Surveillance Tracker and Server (ARTAS) was undertaken in order to eliminate all the known shortcomings of existing tracker systems, and to allow seamless integrated operation in a multi-centre environment across Europe. 63 The Surveillance Analysis System and Support for Control Centres (SASS-C) provides the ECAC states with standardised ATC Centre-based methods and tools to assess the performance of the Surveillance Sensor infrastructure, the Surveillance Data Processing and Distribution Systems (SDPDS) and theoretical multi-sensor visibility. Figure EXPECTED ACHIEVEMENTS FOR SURVEILLANCE SERVICES Continuation of maintenance and upgrades of products Transition to alternative financing Implementation of alternative financing Marketing of products beyond ECAC page 139

140 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS Surveillance Product Centre OBJECTIVES Eurocontrol has developed for its Member States a number of system/software products in the domain of Surveillance, and provides support to their deployment. The role of the Surveillance Product Centre is to manage the further development of these products to a deliverable standard, the products in life support & maintenance and the management of User Groups. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. The Surveillance Products are not directly linked with any single operational improvement but contribute to the achievement of several operational improvements. This contribution consists in the provision of Surveillance Products enabling the introduction of new Surveillance technologies (Mode S Elementary Surveillance, Mode S Enhanced Surveillance, ADS-B, etc), which contribute to the achievement of: Routing of mobiles on Manoeuvring areas; Conflict detection support with ADD; Data link services package I; Conflict management Support using intent; Shared sequencing and metering. MAIN TASKS The tasks of the Surveillance Product Centre comprise: Maintenance of the Surveillance Products roadmap in line with the Surveillance Domain Strategy; Collection and co-ordination of product related requirements stemming from Users and EATM activities, evaluation of the feasibility of different solutions including prototyping, and ground preparation for possible development; Co-ordination of common development activities in conformity with the applied Agency policy on industrial relationship; Co-ordination with local ANSP developments at required interoperability level; Co-ordination of Maintenance and Support activities to fulfil the requirements of the SLA s established by Surveillance Services. The SPC activities have been created for centralising the support, maintenance and coordination of the further development of the Surveillance products, in line with the harmonisation and performance enhancement objectives of the ATM2000+ Strategy. EXPECTED ACHIEVEMENTS The SPC achievements are the successive releases of the following Surveillance products: ARTAS (ATM surveillance Tracker And Server) is a Surveillance Data Processing and Distribution system designed to establish an accurate Air Situation Picture of all traffic within a wide geographical area (e.g. ECAC), and to distribute the relevant processed surveillance information to a community of user systems; RMCDE (Radar Message Conversion and Distribution Equipment) is a fully ASTERIX compatible Surveillance Data Distribution equipment used as access Node for Surveillance Networks (e.g. RADNET), Output multiplexer at local radar sites and Radar Front-End Processor for SDP systems. Supporting the same formats as the RMCDE, RRR (long-term Radar Recording and Replay system) is another tool used in support to technical and operational data analysis & evaluation; SASS-C (Surveillance Analysis Support System for Centre) is a Surveillance Analysis toolbox that allows verification of the Surveillance infrastructure performance based on opportunity traffic in a multi-sensor environment. It is typically used for verification of the compliance of operational sensor and trackers to nominal performance, and in particular to those defined in the Eurocontrol Surveillance Standard for En-Route and Major TMA s. SASS-C is further decomposed into the following tools: MAS (Multi Source Acquisition Suite) is a front-end system carrying out Recording & replay functionality s, as well as statistics and display features; TRES (Trajectory Reconstruction and Evaluation Suite) is the core page 140

141 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS element of SASS-C building the reference trajectories along which the quality of input surveillance data is assessed, and providing all required analysis capabilities; SMART (Simulator for Multi-radar Analysis of Realistic Traffic) is an accurate real-time simulator generating Surveillance data reports by sampling simulated aircraft trajectories; SCAS (Surveillance Coverage Analysis Suite) is a system is a tool designed to assist in planning the installation of ground surveillance elements, computing theoretical multi-sensor coverage diagrams and taking into account traffic load scenarios. The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The stakeholders implement the surveillance products in line with the EUROCON- TROL Surveillance Strategy for ECAC. The stakeholders implementation plans are defined through the following ECIP objectives that can be consulted at idelines/index.html: the agreed multinational objective SUR02 (Implement Mode S Elementary Surveillance) planned to be deployed from March 2007 onwards; the agreed multinational objective SUR04 (Implement Mode S Enhanced Surveillance) planned to be deployed from March 2007 onwards; the tentative harmonisation objective SUR05 (improve ground-based surveillance using ADS-B) planned to be operational in June 2008; the tentative harmonisation objective SUR06 (implement Automatic Dependent Surveillance Contract (ADS-C) to provide and/or improve surveillance in low air traffic density/non continental airspace) to be deployed from 2004 onwards. NB: the harmonisation objective SUR01 (Implement dual Secondary Surveillance Radar coverage) has now been achieved. STAKEHOLDERS INVOLVEMENT The Users of the Eurocontrol Surveillance Products are primarily civil and military Air Navigation Service Providers in the ECAC area; R&D organisations and Industry are stakeholders either as products users or as development partners; At present, the EATM internal stakeholders are the Surveillance Domain, the CASCADE Programme, the Mode S & ACAS Programme and the Surveillance Services. LINK WITH OTHER EATM ACTIVITIES The Surveillance products are, at present, enablers for several EATM Surveillance activities i.e.: the CASCADE Programme (DAP/SPR), concerning amongst others the implementation of ADS technology in ECAC; the Mode-S & ACAS Programme (DAP/SPR), concerning amongst others the implementation of Mode S Radar technology in ECAC; the Surveillance Services (DAP/SIS), concerning all external, commercially oriented, customer relations including the establishment of customer Service Level Agreements and associated funding matters. The products contribute to the achievement of several ECIP objectives in the domain of Surveillance. WORKING ARRANGEMENTS The AUG (ARTAS Users Group), RUG (RMCDE User Group) and SUGCT (Surveillance Users Group on Centre Tools) are the Products User Groups giving directions to the Surveillance Products Centre on the evolution of, respectively, ARTAS, RMCDE and SASS-C in terms of approving the content of software releases. The three groups are reporting to the SUR-T (Surveillance Team). The members of the User Groups belong to ATS providers and are occasionally supported by Industry. They may also comprise representatives from relevant EATM activities. EUROCONTROL FOCAL POINT The activity manager is Mr. JM. Duflot (jean-marc.duflot@eurocontrol.int) page 141

142 3.8 COMMUNICATIONS,NAVIGATION AND SURVEILLANCE ENABLERS Figure EXPECTED ACHIEVEMENTS FOR SURVEILLANCE PRODUCT CENTRE FUNCTION ARTAS, RMCDE and SASS-C baseline upgrades, with initial capabilities for processing Mode S Enhanced Surveillance and ADS-B Data in addition to conventional sensors ARTAS, RMCDE and SASS-C baseline upgrades, with full capabilities of processing Aircraft Derived Data in addition to radar plot information. page 142

143 3.9 SUPPORT TO STAKEHOLDERS ACTIVITIES 3.9 SUPPORT TO STAKEHOLDERS ACTIVITIES Introduction The Support to Stakeholders Consolidated Activities area assists national ECAC Stakeholders (regulatory authorities, ANS providers, military authorities and airports) in achieving their national, multinational and pan- European ECIP and ATM2000+ Strategy implementation objectives in a timely and effective way. This area encompasses a wide variety of support activities, including the development of Master Plans and Strategic Business Plans, support to meet capacity targets, the development of Safety cases and validation of ATS Units/Systems, Civil-Military coordination, support for SES implementation, fast-time and real time multi-state simulations, support to regional cooperation projects, and to the development of accounting systems. The Consolidated Activities area pools resources and assets from across the whole Agency mainly DGS/JUR, SRU, PRU, and often partners with the EC as required in specific projects. MAIN AIMS: Provide assistance and support to ECAC States areas in the efficient, harmonious and timely planning and implementation of SES requirements and in achieving the EUROCONTROL ATM vision and SESAR Programme goals. SUPPORT TO STAKEHOLDERS PORTFOLIO The current portfolio is shown in figure KEY ACTIVITIES: Supporting strategic planning of national stakeholders and assisting stakeholders to implement SES regulations and requirements and the SESAR Master Plan; Promoting EUROCONTROL standards and concepts and supporting their consistent application, as well as providing expert advice for the development and upgrading of services and systems; Promoting the development of expertise within Member States to facilitate the planning and execution of development phases; Acting as an intermediary between stakeholders and the supply industry to ensure correct assessment and utilisation of available technology; Encouraging and supporting regional/sub-regional cooperation in ATM in collaboration with ICAO, and also at the periphery of the ECAC applicability area; Supporting the installation of EURO- CONTROL tools (e.g. CIMACT, ARTAS, RMCDE, SASS-C etc) at civil and military facilities, and maintaining the installed software and software development to meet customers requirements. PRIORITIES: Improve stakeholders satisfaction through reduced time to service agreement; Apply full EATM quality requirements; Measure and assess achieved uniformity of implementation and economies of scales in SES implementation support. BENEFITS FOR STAKEHOLDERS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the Operational Improvements (OI) as described in the ATM roadmap. EATM Implementation support (EIS) service, Assistance to SES &SESAR implementation to stakeholders and Excellence management services are instrumental in providing all the necessary information, facilitation and support for ensuring timely performance delivery of the European ATM system. FOCUS ON 2006 EXPECTED ACHIEVEMENTS The 2006 expected achievements are presented in the figure page 143

144 3.9 SUPPORT TO STAKEHOLDERS ACTIVITIES Figure : Support to Stakeholders activities EATM Implementation Support (EIS) service Assistance to SES & SESAR Implementation to Stakeholders service Excellence management Figure : 2006 Expected achievements 2006 EXPECTED ACHIEVEMENTS EATM Implementation Support (EIS) service Contribution to the attainment of the ATM2000+ Strategy implementation objectives Contribution to achieving national, multinational and pan-european ECIP objectives and targets Promotion and consistent application of Eurocontrol standards and concepts Support regional ATM co-operation Replacement of all German Air Force ADMAR 2000 with CIMACT by December 2006 Addition of Airspace management Support functionality to CIMACT Assistance to SES &SESAR implementation to stakeholders service Prepare the ASSIST charter and action plan Complete readiness for all three levels of the Service Finalise existing projects in ASATC 64 (end 2006) Deliver to stakeholders according to Service Agreements Set up the ASSIST User Group and discuss the progress on SES implementation and lessons learnt Achieve harmonious, consistent and cost-efficient SES implementation in the ECAC area (2010) Excellence Management Phased implementation of ANS Common Assessment Framework (Q4) 64 Aviation Safety & Air Traffic Control Project financed by the EC and helping five Western Balkan Countries page 144

145 3.9 SUPPORT TO STAKEHOLDERS ACTIVITIES EATM implementation support (EIS) service OBJECTIVES The EATM Implementation Support (EIS) service primarily assists the national Stakeholders (regulatory authorities, ANS providers, military authorities and airports) in achieving their national, multinational and pan-european ECIP and ATM2000+ Strategy implementation objectives and targets in a timely, efficient and effective way. Furthermore, at the request of the Provisional Council in July 2000, the Agency developed a tool to improve civil/military co-ordination (CIMACT). The main objectives of EIS are to: support strategic planning of national stakeholders to meet the Eurocontrol ATM2000+ Strategy objectives; provide expert advice concerning the development and upgrading of services and systems, in line with the Eurocontrol ATM Strategy s lines of action and the ECIP objectives; promote Eurocontrol standards and concepts and support their consistent application; promote the development of expertise within Member States to facilitate the planning and execution of further ATM2000+ related development phases; act as an intermediary between stakeholders and supply industry to ensure correct assessment and utilisation of available technology; encourage and support regional/subregional co-operation in ATM in collaboration with ICAO, in particular at the periphery of the ECAC applicability area; assist stakeholders to implement the Single European Sky (SES) regulations and requirements and the SESAR Master Plan (future activity); installation of CIMACT tools, maintenance of the installed software and software development to meet customers requirements. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS Ensuring timely performance delivery of the European ATM system is the result of performance monitoring, performance driven planning, timely identification, development and deployment of Best Practices and Operational Improvements and above all strong collaboration between all Stakeholders. The EATM Functions and Services are instrumental in providing all the necessary information, facilitation and support for this process. MAIN TASKS The service offers three main components: strategic level support: for programmes and plans that clearly apply beyond the five year limit of the LCIP and that are aimed at harmonisation, integration, pan-european and multinational projects; tactical level support: addressing all projects and plans that are covered by the LCIP; operational/technical level support: for short-term project implementations, including short-term capacity enhancements; installation of CIMACT at military facilities, including on-site training courses, maintenance of the installed CIMACT software and software development to meet customers requirements. As described in the EIS policy 65 the scope of the EIS services is very broad; EIS can provide advice on strategic planning, legal, contractual, social, operational/ technical and organisational matters. Furthermore, support can be provided to the acquisition/implementation of systems and associated issues such as cost/benefit analyses, feasibility and risk assessment studies, staffing /expertise analyses and studies, support on training, airspace design and capacity studies and airport operations. The EIS business objective is to focus on the strategic level of support, when it is beneficial for the entire ECAC community, as well as on the tactical level, which is significant for ECAC harmonisation. The aim is to meet the following percentages of effort on a yearly basis: - 50% for strategic level (maximum) - 40% for tactical level and - 10% for operational/technical level. EIS services are charged differently according to the nature of support (see above) and the membership of the State (ECAC/Eurocontrol member or not). EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. page 145

146 3.9 SUPPORT TO STAKEHOLDERS ACTIVITIES EUROPEAN IMPLEMENTATION PLAN EIS has no dedicated ECIP objectives, but through the wide scope of its supporting activities (including CIMACT), EIS contributes to the implementation within ECAC States of significant number of ECIP objectives. STAKEHOLDERS INVOLVEMENT All State related national entities i.e. civil aviation authorities, regulators, military authorities, ANSPs, airport operators are potential users of the service and may request the assistance of EIS. CIMACT is being used in Belgium, France, Germany and The Netherlands and has been requested in Albania, Armenia, Austria, Azerbaijan, Bulgaria, Estonia, Italy and Poland. Several other administrations have shown interest for this tool. LINK WITH OTHER EATM ACTIVITIES EIS co-ordinates and manages projects set up to meet the requests of its customers. In doing so, EIS makes use of available resources within the Agency and if necessary sub-contracts or outsources work in accordance with the Agency s contract regulations. It is planned that the transition to SES support becomes an independent activity within the SIS Business Division. CIMACT is linked to EXACT (DAS/ATS) and to the FUA concept; it is also supported by MIL. Synergy is maintained with the LCIP service, the safety management and capacity enhancement functions and PRU/SRU in order to optimise contacts with all Stakeholders. WORKING ARRANGEMENTS The EIS policy governs the EIS service generation and delivery. A special agreement (between a Member State and the Organisation) is the key means for channelling support services to a Member State and through the State to civil or military service providers, airport operators, others. A CIMACT user group meets twice a year under the chairmanship of the MIL Unit. EUROCONTROL FOCAL POINT The activity manager is Mr W. Depouillon (willy.depouillon@eurocontrol.int) 65 Eurocontrol EIS policy approved by the Permanent Commission June 2001 Figure EXPECTED ACHIEVEMENTS FOR EATM IMPLEMENTATION SUPPORT SERVICE Contribution to the attainment of the ATM2000+ Strategy implementation objectives Contribution to achieving national, multinational and pan-european ECIP objectives and targets Promotion and consistent application of Eurocontrol standards and concepts Support regional ATM co-operation Replacement of all German Air Force ADMAR 2000 with CIMACT by December 2006 Addition of Airspace management Support functionality to CIMACT page 146

147 3.9 SUPPORT TO STAKEHOLDERS ACTIVITIES Assistance to SES & SESAR implementation to stakeholders service OBJECTIVES The objective of the ASSIST Service is to support the efficient, smooth and harmonised implementation of the Single European Sky across the whole ECAC area within an extended time framework in order to cover all future requirements and implementing rules as while as states that join ECAAs 66. The specific objectives of the service are to assist: the respective National Supervisory Authorities (NSA) to be prepared and to become competent to certify Air Navigation Service Providers (ANSP) and to monitor their compliance and performance; the respective ANSPs to fulfil initially the SES Common Requirements (CRs) and to prepare the necessary steps and documentation needed for obtaining the certification to provide Air Navigation Services (all types off ); all ECAC ATM stakeholders as required during the follow-up of the initial SES implementation. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS Ensuring timely performance delivery of the European ATM system is the result of performance monitoring, performance driven planning, timely identification, development and deployment of Best Practices and Operational Improvements and above all strong collaboration between all Stakeholders. The EATM Functions and Services are instrumental in providing all the necessary information, facilitation and support for this process. MAIN TASKS The service is offered in three levels: Level 1: A self-service type delivery through the ASSIST web site and the SESIS OneSky Team which provides access to generic documentation and the SESIS guidance material. Eligible 67 Stakeholders will be granted access through the OneSky Team process and they will make use of the material to their benefit. Feedback on experience and lessons learnt to continuously improve the service is the only obligation. Level 2: Via workshops on request, to all type of Stakeholders. The main objectives of the workshops and related events like seminars, etc. are to explain issues, having discussions with national experts and answering all possible questions. A Service level Agreement is required. Level 3: In depth assistance, at expert level, to all type of Stakeholders with regard to the implementation of SES Regulations, CRs and IRs. A Service level Agreement is required. EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN Not applicable: no ECIP objective exist at present for this new activity. STAKEHOLDERS INVOLVEMENT All ATM ECAC-wide Stakeholders i.e. civil aviation authorities, NSAs, military authorities, and all types of ANSPs, are potential users of the service and may request the support of ASSIST. LINK WITH OTHER EATM ACTIVITIES ASSIST will co-ordinate and manage projects set up to meet the requests of its customers. In doing so, it will make use of available resources within the Agency and if necessary will sub-contract or outsource work in accordance with the Agency s contract regulations. Synergy will be maintained with the LCIP service, the EIS Service, the safety management activities, the capacity enhancement function, PRU, SRU and legal department (DGS/JUR), in order to optimise services delivered to all Stakeholders. ASSIST follows closely the SESAR definition work. WORKING ARRANGEMENTS Standard EATM ways of working have been applied for ASSIST. There is Service production and maintenance which include: master planning of resources and budgeting (PMS); annual market survey for input to planning and budgeting; maintenance of the web site and OneSky Team including the Level 1 documentation and material; product development and maintenance. page 147

148 3.9 SUPPORT TO STAKEHOLDERS ACTIVITIES There is also Service delivery including: handling of requests (prioritising, responding etc.) concluding Service Level Agreements for Level 2 and 3. creating and supporting related projects interfacing with DF for financial issues ATM Stakeholder and the Organisation) is the key mean for governing the provision of ASSIST services. EUROCONTROL FOCAL POINT The activity manager is Mr. T. Papavramides (thanos.papavramides@eurocontrol.int) For the time being the EIS policy is applied also for the ASSIST charging scheme until this policy is upgraded and adapted to more specific service needs. A Service Level Agreement (between an 66 European Common Aviation Areas where the acquis communautaire in aviation is implemented. 67 According to ASSIST polict and criteria. 68 Aviation Safety & Air Traffic Control Project financed by the EC and helping five Western Balkan Countries Figure EXPECTED ACHIEVEMENTS FOR ASSISTANCE TO SES & SESAR IMPLEMENTATION TO STAKEHOLDERS SERVICE Prepare the ASSIST charter and action plan Complete readiness for all three levels of the Service Finalise existing projects in ASATC 68 (end 2006) Finalise existing projects in Cyprus (mid 2007) Deliver to stakeholders according to Service Agreements Set up the ASSIST User Group and discuss the progress on SES implementation and lessons learnt Achieve harmonious, consistent and cost-efficient SES implementation in the ECAC area (2010) page 148

149 3.9 SUPPORT TO STAKEHOLDERS ACTIVITIES Excellence management OBJECTIVES The Excellence Management Function (EMF) develops and evolves a formalised and proactive approach to quality management and continuous improvement in accordance with the EUROCONTROL Excellence Policy and Strategy and assists ECAC Stakeholders (Air Navigation Service providers, National Supervisory Authorities and Military Authorities and Airports States) in achieving their national implementation objectives in a timely, efficient and effective way. Excellence is defined as outstanding practice in managing an organisation and achieving results. The need for a more structured approach towards Excellence with a view to reinforcing best managerial practices, stimulating continuous improvement and raising customer satisfaction is well recognised. The primary objective of the Excellence Management Function (EMF) is to ensure the development, evolution and implementation of a formalised and pro-active approach to quality management and continuous improvement in accordance with the EUROCONTROL Excellence Policy and Strategy at Pan-European level. LINK WITH OPERATIONAL IMPROVEMENTS AND EXPECTED BENEFITS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the operational improvements as described in the ATM roadmap. For the period the Excellence Management Function will directly contribute to : Safety : A structured approach to Excellence (quality management and continuous improvement) is based on best managerial practices and therefore supports the management of safety and the achievement of planned safety performance. Capacity : A European-wide approach to Excellence facilitates the sharing of best practice and promotes joint improvement initiatives. This is expected to support the achievement of capacity gains at both a national and ECAC level. Efficiency : A sound and integrated approach to Excellence is a key enabler for ANSPs to achieve and improve their business/performance results, including: financial, non-financial, customer, people and society results. Environment : A systematic approach to Excellence is also expected to contribute to improvements in Environment. MAIN TASKS The main tasks undertaken by the Excellence Management Function to achieve the Excellence objectives include: establishing an Excellence policy & strategy and ensuring its implementation through an XPG Action Plan; providing support in meeting the Single European Sky (SES) Common Requirements on quality management; developing an ANS Common Assessment Framework (ACAF) and supporting the completion of assessments using this Framework; benchmarking, common improvement activity and sharing of best practice; ECIP Harmonisation Objective for Excellence (EXC01). EXPECTED ACHIEVEMENTS The following table (see figure ) presents an overview of the expected achievements in the coming five years. EUROPEAN IMPLEMENTATION PLAN The Stakeholders will implement the Excellence Action Plan in line with the ECIP objective EXC 01 ( ). The objectives agreed with the Stakeholders are: establish or refine organisation s approach to quality management & continuous improvement; complete an assessment using the ATM Common Assessment Framework and report on performance results; develop & implement an approach to support common improvement & sharing of best practice. STAKEHOLDERS INVOLVEMENT Stakeholders (ANSPs and NSAs), through their participation in the Excellence Policy Group (XPG) will implement the lines of actions agreed under the ECAC Excellence Action Plan. In addition the Stakeholders will contribute to common improvement activities agreed. page 149

150 3.9 SUPPORT TO STAKEHOLDERS ACTIVITIES LINK WITH OTHER EATM ACTIVITIES The Excellence Management Function will coordinate and were possible work together with the ASSIST. EUROCONTROL FOCAL POINT The activity manager is Mr. J. Kuijper (mailto: WORKING ARRANGEMENTS The Excellence Policy Group was established in 2004 to support the development of the Excellence Policy and Strategy and the implementation of the ECAC Excellence Action Plan. Figure EXPECTED ACHIEVEMENTS OF EXCELLENCE MANAGEMENT FUNCTION Phased implementation of ANS Common Assessment Framework (Q4) Guidance and Support in meeting the SES Common Requirements on quality management(q4-2007) Benchmarking and common improvement (Q2-2007) page 150

151 3.10 SBU MANAGEMENT ACTIVITIES 3.10 SBU MANAGEMENT ACTIVITIES Overview The SBU Management activities focus on achieving the managerial objectives for improving efficiency and quality uniformly within EATM Service Business Units ()SBU in line with Agency management and support principles. It initiates, develops and maintains centrally, operational ways of working and applying management excellence across the SBU. In particular, it provides methodologies, tools and expertise to enable the SBU to achieve its business objectives in each of its Consolidated Activities areas. MAIN AIMS: Work in partnership with EATM management and stakeholders to enable timely, cost effective, and transparent management of the Cooperative Network Design and Support to Regulation activities; Benchmark and implement efficient management and quality improvements across all EATM activities. KEY ACTIVITIES: Developing and monitoring SBU strategy, business plans and performance metrics; Providing expertise to assist the coordination of SBU stakeholders; Managing the SBU budget portfolio; Providing expertise and processes to manage SBU people; Providing expertise in Project Management across all EATM SBU units and activities; Developing continuous improvement initiatives for the SBU and monitoring Impact project achievements to enable the SBU to reach a target EFQM level; Ensuring efficient EATM-wide interface with Agency key support processes. PRIORITIES: Develop and run Project Management Office for SESAR Programme and related Agency activities; Improve stakeholder satisfaction through the systematic and forceful application of CBA methods and execution, and by providing efficient communication plans for key activities; Improve staff satisfaction through individual training plans, an improved skills catalogue and the application of an effective and fair appraisal process; Improve internal process through formally agreed SLA for DGS and MIS; Complete the documentation of core and management processes (Operational Improvement and ATM; Planning & Monitoring), refine efficiency measures and set targets to support efficiency achievements; Support further improvement in the Balanced Score Card Objective (BSC); Implement the EATM IT strategy, including knowledge management. BENEFITS FOR STAKEHOLDERS The expected Safety, Capacity, Efficiency, Security and Environment benefits for the European ATM Network will globally result from the implementation of the agreed clusters of the Operational Improvements (OI) as described in the ATM roadmap. EATM management functions are instrumental in providing all the necessary information, facilitation and support for ensuring timely performance delivery of the European ATM system. FOCUS ON 2006 EXPECTED ACHIEVEMENTS The 2006 expected achievements are presented in the figure page 151

152 3.10 SBU MANAGEMENT ACTIVITIES Figure : 2006 Expected achievements 2006 EXPECTED ACHIEVEMENTS Develop SBU Strategy and Business Plan Improve EATM SBU Strategy and Business Planning Improve EATM Balance Score Card (BSC) by revision of KPI s in line with SBU s objectives, showing clear contribution to PC objectives Manage stakeholders coordination Implement updates for the EATM working arrangements Complete migration of EATM website into corporate environment Manage budget portfolio Continuous improvement of the portfolio and budget preparation Continuous improvement of the portfolio and budget monitoring Deliver improved reporting (EPEA & adequate reporting) Activity Project management Improved business and project management practice through adoption of business and project management tools (PMS) Improved business value for EATM through improved IT management (policies, procedures and networks) Improved awareness of the value of EATM initiatives through high level scoping CBAs Improved awareness of, and improved efficiency of, EATM business processes Manage people Develop and maintain EATM people strategy Well organised people management (Manpower plan & vacancies) Develop and maintain EATM staff development plan Develop and maintain people management (contractors monitoring and people allocation) page 152

153 CO-ORDINATED MANAGEMENT OF SPECIFIC PAN-EUROPEAN FUNCTIONS Overview Pan-European ATM functions help maximise the safety and efficiency of the civil and military network and are based on a global view of the ATM situation. They provide the benefits that stem from centralised operations by ensuring efficient interactions, consistency in the measures taken and timely reactions. The operation of pan-european functions generates cost efficiencies by way of economies of scale while ensuring quality throughout the system. Forecast traffic growth over the planned period demands improved pan-european air traffic flow and capacity management. Improvements in flight planning operations and better information on airspace availability will dictate future changes. The necessary key services are provided by the Agency s Central Flow Management Unit (CFMU). Taking into consideration that ATFM is a key element of ATM and consequently of EATM performance enhancement activities, a more detailed description is presented in chapter 4.2. European ATM system in the medium to long term. SHORT- AND MEDIUM-TERM PRIORITIES: implement the ATFCM concept by developing progressively more capacity and airspace management functionality based on common data repositories with a network approach; implement the pan-european elements of the DMEAN framework programme; develop and align EAD, ATFCM and FPL services to better serve stakeholders needs; adapt the operational organisation and management structures to cope with traffic increase and contribute to the achievement of the targets; improve safety and quality management through adherence to standards such as ESARR and ISO 9001; develop the charging system in support of the Single European Sky regulation on service provision to improve its efficiency; reduce the unit cost of output. Besides these operational services, the Agency, has been entrusted with the operations of a system for route charges at a pan-european level.together with its stakeholders, is working to develop the charges systems services in order to ensure a positive contribution to the pan- 4. CO-ORDINATED MANAGEMENT OF SPECIFIC PAN-EUROPEAN FUNCTIONS page 153

154 3.10 SBU MANAGEMENT ACTIVITIES 4.2 Flow and Capacity Management ATFM OBJECTIVE ATFM is a service established to ensure a safe, orderly and expeditious flow of air traffic by ensuring that ATC capacity is utilised to the maximum extent possible, and that the traffic volume is compatible with the capacities declared by the appropriate ATS authority (ICAO, PANS/ATM, 2001). Responsibility for flow management within European airspace is invested in the centralised flow management function of the CFMU, which operates in close relationship with airspace users, local Flow Management Positions (FMP) at the different ACCs who act as the interface between the CFMU and the ATC process, including local aerodromes. FMPs and airspace users have on-line connection to CFMU systems, therefore having access to the same information as the CFMU. FROM ATFM TO ATFCM ATFM is not restricted to slot allocation but is also extended to the optimisation of traffic patterns and capacity management to ensure that the slot allocation process is optimised, i.e. from Air Traffic Flow Management (ATFM) towards Air Traffic Flow and Capacity Management (ATFCM). The scope of ATFCM balances demand and capacity within a gate to gate perspective. EUROCONTROL CFMU SERVICES In order to support the evolution towards ATFCM, the CFMU operates four operational services; ATFCM service; flight planning service; airspace data service; Data provision and reporting. The ATFCM service (see figure 4.2-1) comprises strategic activities (long term demand and capacity matching), pre tactical activities (next day s capacity and network management), tactical activities (balancing in near real time demand and capacity) and critical events management (co-ordinating and implementing remedial actions to such events). Strategic activities (Planning Phase) - take place between 18 months and a few days prior to the day of operation. During this Planning research, planning and coordination activities are carried out towards early identification of major demand or capacity problems with the ATC system and towards planning of corrective actions..the most important deliverables are the elaboration of a European capacity plan for the forthcoming year and the participation in the preparation, implementation and use of the Route Network. Pre-tactical activities (Anticipating Phase) - take place during the few days prior to the day of operation. This Anticipating phase analyses and decides the best way to manage the available capacity resources from a network perspective. It assesses need for the implementation of flow measures (regulations or routings). This output is the ATFM daily Plan (ADP). Tactical activities (Reacting Phase) - are applied on the day of the operation. During this phase the daily plan is updated in almost real-time to reflect the actual traffic and capacity with the aim of taking benefit of any opportunities and to minimise the impact of any disruptions. Traffic is managed through slot allocation and/or ad-hoc re-routings. Critical events management In addition, the CFMU provides assistance for the management of critical events as the result of technical, social or political problems that adversely disturb the air traffic in the airspace of the ECAC States. The CFMU is the focal point for exchanging information and co-ordinating remedial actions, allowing quick and efficient reactions. The Flight planning service provides a centralised flight plan processing service for the States within the CFMU area. The objective is to rationalise reception, validation, acceptance and distribution of repetitive flight plans (RPL) and Filed Flight Plans (FPL) data. It also provides flight data for ATFM planning, monitoring and slot allocation, assures flight data consistency across Europe and manages its repository. The Airspace data service maintains an environment data which contains details of ATS organisation within the CFMU area and which is accessible by internal and external stakeholders. The Data provision and reporting service provides archive data on planned and actual traffic demands which can be used for assessing the ATM performance, forecasting flight demand, predicting future page CO-ORDINATED MANAGEMENT OF SPECIFIC PAN-EUROPEAN FUNCTIONS

155 3.10 SBU MANAGEMENT ACTIVITIES ATM requirements and generating ATFCM performance and quality reports. TOWARDS FLOW AND CAPACITY MANAGEMENT The enhancement of traffic flow and capacity management will be achieved through a number of stepped developments (called Operational Improvements - see figure 4.2-2) that will result in a gradual closer interaction between all actors, as described in the ATFCM strategy (Ed. 1.2, 04/2004). Strategic flow and capacity planning forecasts the need for capacity and adjusts demand in line with the available capacity; Optimised capacity management organises the ATM/Airport capacity according to the predicted traffic demand. Its role is to refine the details and original forecast over time and to prepare and promulgate an optimised and detailed operational plan (ATFCM Daily plan - ADP); Tactical flow and capacity management ensures consistency between the plan and the real time picture, to react to any non-forecasted event and to share information on the capacity and traffic situation; An improved collaboration with ATM partners aims to expand the exchange of information and develop new procedures within a common regulatory framework in order to support the collaborative decision making process. STAKEHOLDERS INVOLVEMENT ATFCM activities are supported by the European ATFM Group (EAG). The EAG is an advisory group which covers all aspects of ATFCM matters and has representatives of all ECAC States and many adjacent States, associations of aircraft operators and airports, ICAO, the European Commission, IFATCA and ATC unions associations. Its role is mainly advisory, on strategic development and operational issues. It also plays a major role in the coherent implementation of agreed policies and principles by ATSUs and aircraft operators. JUSTIFICATION & EXPECTED BENEFITS ATFCM benefits are: protection of ATC from traffic overload; optimisation of the use of available capacity; reduction of the environmental impact of flights; optimisation of the need for ATC capacity, optimisation of the use of the network, management of crisis situations, and economies of scale through centralised management. LINK WITH OTHER EATM ACTIVITIES The ATFCM activities are related to all EATM domain activities, particularly airspace management issues within the airspace management domain, as well as CDM activities within the airport operations domain and flight planning issues within the ATC domain. In addition, ATFCM represents one of the main pillars of the DMEAN Framework Programme. ATFCM also interfaces with CODA, STAT- FOR and CEF services for performance analysis and planning purposes. ASSOCIATED DOCUMENTATION Further information on ATFCM activities can be found on the CFMU web site at: Figure 4.2-1: ATFM service 18 months before up to a few days before Strategic Activities (Planning Phase) A few days before up to day before Pre-Tactical Activities (Antcipating Phase) Day of operation Tactical Activities (Reacting Phase) Capacity plan for following year, Route allocation plans ATFM daily Plan (ADP) Updated ADP Slot allocations re-routings 4. CO-ORDINATED MANAGEMENT OF SPECIFIC PAN-EUROPEAN FUNCTIONS page 155

156 3.10 SBU MANAGEMENT ACTIVITIES Figure 4.2-2: ATFM Operational Improvements STRATEGIC FLOW & CAPACITY PLANNING Establishing Strategic ATFCM Develop Synergies with Resource Managers Consolidated Planning of Resources OPTIMISED CAPACITY MANAGEMENT Implementing OCM Principles Flexible Capacity Management Common Capacity Management TACTICAL FLOW AND CAPACITY MANAGEMENT Increasing ATFCM Capabilities Aligning with ATC and Airport Horizons Traffic Optimisation COLLABORATION WITH ATM PARTNERS Facilitating ATM Data Exchange Sharing ATM Information Common ATM Awereness page CO-ORDINATED MANAGEMENT OF SPECIFIC PAN-EUROPEAN FUNCTIONS

157 3.10 SBU MANAGEMENT ACTIVITIES PROVISION OF REGIONAL ATC SERVICES Overview EUROCONTROL provides multinational regional ATC services at the request of States, which benefit from the synergies achieved over an extensive geographical area of upper airspace. The regional approach is entirely consistent with the strategy of designing a harmonised European ATM system and already exemplifies one of the key objectives of the Single European Sky. MAASTRICHT UAC (MUAC) delivers an important contribution to the safe and smooth operation of European ATM on a daily basis. It ensures the safe, efficient and expeditious flow of civil aircraft in the upper airspace (above feet) of Belgium, the Netherlands, Luxembourg and North-West Germany and in adjacent airspace in France, the United Kingdom, and Germany where the provision of air traffic services has been delegated to it. Maastricht UAC is committed to meet current and future requirements identified by its stakeholders and to deliver customer-oriented services. The requirement to provide inherently safe, orderly and efficient capacity at the best possible price in the face of rapidly increasing traffic levels are the core drivers in the Centre s business strategy. Maastricht UAC is also committed to retain and enhance its position as a validation centre for advanced ATM tools for the benefit of the entire European ANSP community. Further, with the onset of the European Commission s Single European Sky initiative and the increasing development of corporatised ATM services, Europe s air navigation service provider (ANSP) sector is entering a period of rapid change. Nevertheless the strategy of the Centre remains to quantify and improve the delivery of its core services in the following key domains, where performance targets are strategically defined: Safety: Reduce the number of separation infringements as capacity increases, and hence reduce the probability of an accident to as low as reasonably practicable. Capacity: Since 2001, and the associated slowdown in traffic demand during 2002, average daily traffic growth within Maastricht UAC airspace has risen by 7.5 %. There is increasing focus placed upon the definition and acquisition of adequate controller tools to support productivity increases, including changes to methodology, prototyping, and airspace design and modelling within the Maastricht UAC area of responsibility and beyond. Particular importance will be given to both the Brussels and Hanover Sector Groups where capacity shortfalls are most severe. Efficiency: Recent benchmarking studies have revealed that the cost-efficiency of Maastricht UAC is at the top level of European standards.the Centre s cost efficiency programme has to ensure Maastricht UAC can consolidate this position and further improve its performance. This programme will allow for the optimum use of available resources and will mean the Centre will comply with the Pan European Cost-effectiveness Target to be set by the European Commission. CENTRAL EUROPEAN AIR TRAFFIC SERVICES (CEATS) This project is a far-reaching solution to the sustained growth of air traffic over central Europe. Launched in 1997, it will create a single, unified, air traffic control system to manage the upper airspace over the CEATS participating States. CEATS will maintain or upgrade current safety levels, while simultaneously offering increased capacity, efficiency and speed over the present scheme - that currently managed the flow of air traffic throughout the region. Over the long term, fragmentation in air traffic control (ATC) is unsustainable, particularly in view of projected increases in traffic. CEATS will optimise the management of the so-called upper airspace of the participating countries in combined air traffic control systems. The upper airspace, above 28,500 feet (9,200 metres), is the space used by jetliners as they cruise from one destination to another. A regional approach for air traffic control brings many benefits. It enhances safety for two reasons. First, flights do not have to be handed over whenever an aircraft passes a national boundary. And second, as all controllers work on the basis of same data, common technologies and procedures. CEATS will accommodate the expected high traffic growth in the CEATS area and as a consequence will allow air traffic planners to route flights across the region 5. PROVISION OF REGIONAL ATC SERVICES page 157

158 3.10 SBU MANAGEMENT ACTIVITIES in the most efficient way possible.this will reduce delays and fuel consumption; in turn bringing benefits in terms of lower operating costs, increased passenger comfort, and reduced environmental pollution. SHORT- AND MEDIUM-TERM PRIORITIES Improve safety management in order to minimise the risk of an aircraft accident; Reduce delays by developing levels of service in line with future traffic growth perspectives; Provide a cost-effective service working at the optimum operating point, whilst maintaining current or Improved safety levels; Develop the CEATS programme to start operation as soon as the date is decided. page PROVISION OF REGIONAL ATC SERVICES

159 3.10 SBU MANAGEMENT ACTIVITIES SUPPORT TO REGULATION Overview The regulatory activities of the Agency are aimed at supporting global aviation with ICAO and the establishment of the Single European Sky as well as the development of a consistent pan European ATM regulatory framework by: preparing draft regulations; supporting the implementation of the regulations by developing or initiating means of compliance or guidance material; supporting Member States and the European Commission in the monitoring of the implementation of the regulations; supporting Member States and the European Commission in the sharing of best regulatory practices. On the basis of Article 8 of the European SES Framework Regulation and the mandates issued by the European Commission, draft regulatory proposals are being prepared by the Regulatory Unit (RU) in close cooperation with the relevant services of the Agency (notably EATM, CFMU, CRCO and the Military Unit). This process ensures that the experience and knowledge of Agency staff are exploited in the support to regulation activity. The main regulatory activities are expected to take place in the following areas: regulation of the use of scarce resources: it will primarily concern airspace, airport capacity and frequency spectrum; interoperability: to define the appropriate regulatory framework to ensure that all equipment and procedures of the overall European ATM network comply with all requirements for their interoperability; the scope of the activities will address all relevant aspects of the Single European Sky regulations (interoperability between systems including in particular seamless operation, civil/military coordination and safety). Activities will also include proposals for the development of comprehensive processes to assess compliance of equipment and procedures against regulatory requirements. The RU will be directly responsible for servicing up to six mandates per year during the period from 2006 to 2007, the average duration of a mandate being 16 months. Starting from 2008, it is expected that SES mandates will progressively decrease in numbers. In coordination with EUROCONTROL s regulatory units, the European ATM performance activities focus on EATM operational and technical work to support the drafting of regulations. It also addresses any activities upstream to or accompanying regulatory developments, including civil-military interoperability (e.g. feasibility survey, impact assessment). KEY ACTIVITIES: Supporting the implementation of the SRC and RC work programmes. Supporting SES Mandate work, including: Interoperability (Air-Ground Voice); Channel Spacing; Datalink Services Aeronautical Data Integrity); Airspace design (ATFM, EUIR, SIN- GLE AIP); Performance Review. 6. SUPPORT TO REGULATION page 159

160 3.10 SBU MANAGEMENT ACTIVITIES page SUPPORT TO REGULATION

161 3.10 SBU MANAGEMENT ACTIVITIES SUPPORT FUNCTIONS Overview OVERVIEW The complex structure of the Organisation and its related activities requires an adequate support by the Finance, HR and General Secretariat functions. This is provided to the main four strategic processes as well as to the institutional bodies of the EUROCONTROL Organisation. Although support functions are not part of European ATM performance enhancement activities as such, there is a close synergy between regulatory, civil/military, administrative actions and operational changes. SUPPORT TO CORE PROCESSES The support to core processes has the benefit of having a centralised administrative support, keeping together the different service business units within a framework composed of common human resources, financial, legal and information technology policies and services. Directorate Finance aims to provide the Agency with proactive and highquality financial services and it is making continuous efforts to achieve excellence in the performance of its activities, seeking to optimise the use of the financial resources entrusted to the Agency by the Member States. Directorate Human Resources mainly focus on assisting in the identification and planning of staffing requirements staff life cycle through recruiting, assigning, developing providing administrative services. The Management Information Services Unit provides the infrastructure and ICT services in support of the Agency s internal management processes. Directorate of the General Secretariat assists, counsels and supports the EUROCONTROL Organisation and its Agency in the achievement of their objectives, providing efficient working procedures and safe infrastructure and protecting and promoting the interests of the Organisation at law. SUPPORT TO ORGANISATION The EUROCONTROL revised Convention provides for the creation of specialised bodies supporting the Organisation s Council and Commission. Work in the field of ATM regulation across the ECAC area is progresses by a Regulatory Committee (RC) supported by a Regulatory Unit (RU). In the field of safety regulation the Safety Regulation Commission (SRC), with the support of a Safety Regulatory Unit (SRU), is responsible for the development and harmonisation of an ECAC-wide ATM safety regulatory regime through the co-ordination and harmonisation of States s safety regulatory approaches and requirements. EUROCONTROL is a civil-military, intergovernmental organisation. To enhance civil-military co-operation in EUROCON- TROL, a Civil-Military Interface Standing Committee (CMIC) has been set up to facilitate the decision making process on civil/military matters, and reports directly to the Provisional Council. It is supported by the EUROCONTROL Military Unit. In the area of performance the Performance Review Commission (PRC), with the support of Performance Review Unit (PRU) is aiming to introduce strong, transparent and independent performance review. To better emphasize on the regulatory, performance and civil/military initiatives with a direct impact on EATM work program a more detailed overview is presented in the following chapters. 7.SUPPORT FUNCTIONS page 161

162 3.10 SBU MANAGEMENT ACTIVITIES 7.2 Regulatory activities REGULATORY ACTIVITIES INTRODUCTION Since the establishment of the Single European Sky framework and the accession of the European Community to EUROCONTROL, EUROCONTROL s regulatory role has been focused on contributing to the implementation of the Single European Sky through the development of implementing rules which complement the high level Regulations adopted by the European Parliament and Council. A basic feature of the EUROCONTROL regulatory policy is to expand as appropriate European Community Regulations to the whole EUROCONTROL area, ensuring therefore the application of a harmonised pan-european ATM regulatory framework. Within EUROCONTROL, the Regulatory Unit is involved in the drafting of the regulatory material and runs the formal consultation processes for most implementing rules.this formal consultation process is part of the EUROCONTROL Notice of Proposed Rulemaking (ENPRM) regulatory process. All (past and present) formal consultations can be consulted at: In addition, the Regulatory Unit is directly responsible for the management of the Single European Sky interoperability mandates received from the European Commission. The actual development of the interoperability implementing rules is done by multi-disciplinary teams of experts (EATM and RU) whereas the Regulatory Unit is responsible for the coordination of the overall process. SINGLE EUROPEAN SKY INTEROPERABILITY MANDATES DEVELOPED IN In April 2004, the European Commission issued for the first time mandates to EUROCONTROL. The Regulatory Unit developed the tree following interoperability mandates: Development of a Draft Implementing Rule for Interoperability on Initial Flight Plan (IFPL). Development of a Draft Implementing Rule for Interoperability on Coordination and Transfer (COTR). Development of a Draft Implementing Rule for Interoperability on Flight Message Transfer Protocol (FMTP). Early 2005, the RU delivered the Final Reports for the above three mandates to the European Commission. The Final Reports can be consulted at: blic/standard_page/sk_interoperability.h tml In April 2005 the European Commission issued three new interoperability mandates: Development of a Draft Implementing Rule for Interoperability on Data Link Services (DLS). Development of a Draft Implementing Rule for Interoperability on Air- Ground Voice Channel Spacing (VCS). Development of a Draft Implementing Rule for Interoperability on Aeronautical Data Integrity (ADI). These mandates should be completed in the course of The development progress and the time-table for the above mandates can be consulted at: blic/standard_page/sk_interoperability.h tml MANDATE DELIVERABLES, CONSULTATION METHOD AND INTERNAL MANAGEMENT PROCESS The first deliverable of the mandate to the European Commission is the Initial Plan. This document describes the proposed project plan and work breakdown structure, the methodology and processes and the consultation activities. It also provides an initial analysis of the mandate requirements. Following agreement on the Initial Plan, the next step is the delivery of a Regulatory Approach document. This document describes an outline of the draft implementing rule and key points of the impact assessment. Prior to submission to the European Commission, the Regulatory Approach document, including several approach scenarios, is the subject of a written consultation. At the end of this consultation a first consultation workshop is organised to summarise the comments received and to present the approach retained. On the basis of the Regulatory Approach, EUROCONTROL then develops a draft Final Report which includes the draft implementing rule, justification material, identification of means page SUPPORT FUNCTIONS

163 3.10 SBU MANAGEMENT ACTIVITIES of compliance and EUROCONTROL proposed actions to support Stakeholders to implement the implementing rule. The formal consultation on the draft implementing rule is launched on the basis of the draft final report, after this has been transmitted to the European Commission. A further workshop, presenting the outcomes of the formal consultation is then organised. The draft material is then further updated on the basis of the consultation activities and further discussions with the Commission, after which the Final Report is submitted to the Commission. All regulatory material is developed using appropriate mechanisms of the EURO- CONTROL Notice of Proposed Rule- Making (ENPRM) process. This includes, notably, application of Regulatory Impact Assessments (RIAs) to guide the regulatory approach and then to justify the regulatory material, and the involvement of stakeholders throughout the process using informal and formal consultation mechanisms. Formal Consultation submits draft regulatory material for widespread public consultation and Stakeholders are asked to submit their formal positions and comments on the documents. Informal Consultation is a more general activity which commences at the start of the process and continues until the final report is delivered. It is achieved through the involvement of stakeholders and experts in various activities associated with the development of the draft material. Specific arrangements include the use of nominated Focal Points for systematic dialogue during the development of deliverables and can be further enhanced by contact with existing bodies and groups (e.g. ACG, CMIC etc). Taking into account the experience gained from the first set of interoperability mandates, a multi-disciplinary team of experts (EATM and RU) was created to tackle the development of the interoperability implementing rules. The Regulatory Unit is responsible for the coordination of the overall process. An internal management process with the following key features was set up: The regulatory approach and draft implementing rule are developed are developed by an Implementing Rule Drafting Group. The Justification Drafting Group is responsible for the production of the justification material including the impact assessment. The Safety Focus Group is responsible for the production of safety requirements to be included in the implementing rule. Services in the area of quality management, configuration management, planning, and consultation are provided by the Support Services Group. The mandate deliverables are subject to internal review by the Review Group whose members do not form part of the mandate working groups. THE REGULATORY WORK PROGRAMME The EUROCONTROL Regulatory Work Programme (RWP) was designed to ensure that EUROCONTROL regulates Air Traffic Management issues that are in line with the generic regulatory goals and political decisions agreed at Provisional Council level. Within this framework, it aims to support the implementation of the Single European Sky and of the ATM Strategy, in line with the principles of the EUROCONTROL Notice of Proposed Rule-Making (ENPRM) regulatory process. The Regulatory Committee considered it imperative that EUROCONTROL should ensure proper consistency between its regulatory activities and those required for the implementation of the Single European Sky (SES). It was essential, therefore, that the activities implied by the mandates were properly reflected in the Regulatory Work Programme. The assumption was made that the basis of all core regulatory activities would rely on the SES regulations under development which, after their adoption in the European Community legal order, would then become the subject of EUROCON- TROL provisions for the 34 States as applicable. The EUROCONTROL Regulatory Work Programme consists of two parts: Core Regulatory Activities are those items proposed within the RWP as being candidates for immediate or short-term regulatory action; Other possible future Regulatory Activities include those activities concerned more specifically with identifying and analysing candidates for core regulatory action in the longer term. The main activity in this field in 2005 was dealing with conformity assessment. 7.SUPPORT FUNCTIONS page 163

164 3.10 SBU MANAGEMENT ACTIVITIES CONFORMITY ASSESSMENT ACTIVITIES In March 2004, the Regulatory Unit and Safety Regulation Unit jointly set up the Conformity Assessment Task Force (CATF). The main objective of this task force is to encourage a harmonised approach for the implementation of conformity assessment processes and to propose principles for the harmonised definition of conformity assessment requirements, described within each SES implementing rule. The Task Force (consisting of some 30 representatives from national regulatory authorities, ANSPs, European Commission, EASA, industry and the EUROCONTROL Agency) has been actively involved in the definition of conformity assessment requirements for the ongoing SES interoperability mandates, the identification of global principles, and the development of procedures for periodic testing/verification, re-assessment of existing systems, re-assessment after a modification and the continuous verification. The task force is presently in the process of finalising guidelines to conduct the conformity assessment of systems with essential requirements as required by the interoperability Regulation, and is in the process of developing related conformity assessment declaration templates. of requirements from binding rules down to guidelines. The regulatory framework also provides the necessary complementarily with respect to the EC and ICAO regulatory frameworks. It is considered essential for the provision of support, by EUROCONTROL, to Single European Sky developments. Since the development started in 2002, the ERAF has been the subject of two formal ENPRM consultations; the second one undertaken in June Results have shown consistent support for the principles of the ERAF, most comments being concerned with the overall regulatory process and context than the content of the ERAF itself. The revised EUROCONTROL Regulatory and Advisory Framework (ERAF) was adopted by the Provisional Council on 10 November 2005 and approved by the Permanent Commission. A copy of the ERAF, released Edition 3.0, can be downloaded from: EUROCONTROL REGULATORY AND ADVISORY FRAMEWORK The EUROCONTROL Regulatory and Advisory Framework (ERAF) was developed to address the need for a clear and consistent set of regulatory material with a hierarchy addressing the various levels page SUPPORT FUNCTIONS

165 3.10 SBU MANAGEMENT ACTIVITIES EUROCONTROL SAFETY REGULATION ACTIVITIES The focal point for safety regulation is the Safety Regulation Commission (SRC), an advisory body to the Eurocontrol Permanent Commission. The SRC is responsible for the development and harmonisation of an ECAC-wide ATM safety regulatory regime through the co-ordination and harmonisation of States safety regulatory approaches and requirements and ensuring their effectiveness through the measurement of safety performance. As the ATM Industry in Europe faces a period of unprecedented change, the SRC has recently undertaken a review of its work and priorities in order to balance the potentially competing demands. The SRC s role in aviation safety is to remain consistent, realistic and responsive to Industry s needs. The SRC also takes account of the institutional developments and strategies at European level. In the medium and longterm future for the safety regulation area, the two key drivers for change are the European Commission s programme for the creation of a Single European Sky (SES) and the European Aviation Safety Agency (EASA). The SRC also handles the working interfaces with other aviation bodies and interested parties involved in safety regulatory issues. The SRC is supported by the Eurocontrol safety regulation unit, whose job is to progress the SRC s day-to-day work. ACTIVITIES The SRC work programme is currently divided into four areas (see figure 7.2-1). Key aspects and activities within the overall programme are described as follows : Safety Regulatory Framework Development The core of the harmonised ATM safety regulatory framework developed by SRC remains the ESARR requirements. They remain the only basis for harmonisation for non-eu States. They also serve as the platform for further development of safety requirements within the SES, not only through their transposition into Regulations and Directives, but through their specific application in Implementing Rules developed in response to EC Mandates. Therefore the ESARRs are kept current, and Guidance Material is completed. Requests for new material (requirements or guidance) will be assessed by SRC on a case by case basis. The predominant effort in the ESARR area will be focussed on Figure SRC WORK PROGRAMME STRUCTURE Safety Regulatory Framework Development Area A Safety Regulatory Framework Implementation Area B Operational Safety Area C Business Management Area D 7.SUPPORT FUNCTIONS page 165

166 3.10 SBU MANAGEMENT ACTIVITIES ESARRs 1 and 4, with other ESARRs requiring a lower level of input. Safety Regulatory Framework Implementation The SES legislation provides the means to give ESARRs, and derivative requirements, the additional force of European Law. All opportunities to achieve this objective are used to their maximum extent, including the transposition of ESARRs and the contribution to the definition of future safety regulatory arrangements in Europe through the SESAR Programme. The ESARR Implementation Monitoring and Support (ESIMS) Programme provides the means to identify implementation issues and address ways of resolving them. Without ESIMS information, SRC and PC are prevented from responding adequately to developments at European level in a meaningful and informed way. The Programme is being continued (in accordance with PC/CN decisions) and is being reexamined to see if the level of integration with USOAP could be further increased. Progressive implementation of ESARR principles through formal training of regulatory personnel - the Safety Regulatory Training Programme (SeRT) ensures appropriate knowledge and expertise at the working level, where it has maximum effect. It is being continued, but with SRC/SRU involvement restricted to development of training requirements, and training delivery being totally by IANS. SRC has undertaken requirements application through programmes involving support to States (e.g. HEL- LASFALIA, CARDS). As a principle, support to states work will be limited to provision of ad-hoc guidance (as today) and focussed regional workshops as required to support requirements application, with priority being given to ESARR 1 and the certification of safety aspects of the CR s. ESARR Transposition Good progress has been made in the transposition of ESARRs into European Community law. The close coordination established between SRU and EC has been central to overcoming significant difficulties and to maximising the alignment between the safety-related Common Requirements and the ESARR provisions applicable in the context of the certification of ANSPs. In particular, ESARR 1 includes measures to ensure the transparency of ATM safety oversight processes and safety oversight frameworks operated in the ECAC region. It also provides a major instrument to facilitate: the peer reviews foreseen in the SES Common Requirements; the work of the ICAO Universal Safety Oversight Audit Programme (USOAP); implementation of ESIMS in coordination with USOAP. It is recommended that States continue to support full transposition of ESARRs, as specified in Article 4 of the SES regulation on the Provision of ANS, with priority being given to ESARR 1. Safety Oversight Generally, States have recognized the need for ATM safety regulation and, in the vast majority of cases, have now upgraded the importance of this task. While national ATM safety regulatory bodies continue to be at an early stage of their development in a large number of cases, recent progress towards maturity has been encouraging, a number of States having drafted and enacted national rules which implement ESARR requirements. In other cases, such national rules do not yet exist. However, there remains a significant need for progress in the area of safety oversight, upon which the effective implementation of national safety measures rests. The ESIMS program has yielded detailed information regarding the progress made in establishing national ATM safety regulatory functions in Member States, and shows that in the vast majority of cases, safety oversight bodies are under-resourced for the tasks they have to undertake, with the result that the safety of national ATM Service Provision is self-regulated by ANSPs, and not adequately supported by national safety regulatory frameworks. page SUPPORT FUNCTIONS

167 3.10 SBU MANAGEMENT ACTIVITIES Underlying these issues is the lack of political support given to ATM safety regulation, which is then translated into lack of adequate progress in a number of areas, including shortage of personnel to carry out vital safety regulatory tasks. Implementation of ESARRs ESARRs represent the core of the harmonised ATM safety regulatory framework developed by SRC for implementation across the ECAC area. They remain the only basis for harmonisation for non-eu States, and also serve as the platform for further development of safety requirements within the SES. In a number of cases, ESARR implementation dates, as defined in relevant Decisions of the EUROCONTROL Permanent Commission, are past while ESARR implementation remains incomplete or, in some cases, still at an early stage. The re-launch of the ESIMS Programme, approved by the Permanent Commission, is based initially on Compliance Check Lists (CCLs) being completed to assist States ascertain the status of ESARR implementation in their (national) safety regulatory systems. This will provide a baseline for the planning and for the conduct of subsequent audit activities by EUROCONTROL. According to the draft regulation laying down Common Requirements for provision of air navigation services, EU States are expected to include in the certification of their air navigation service providers all requirements applicable at the national level in the areas of reporting an assessment of safety occurrence, and ATS staff licensing / competence. This also includes full compliance with relevant ESARRs, as implemented at national level. Safety Measurement and Improvement The activities of SRC to date have shown that continued development of safety measurement processes and cultures is essential. ESARR 2 forms part of an essential platform of legislation still requiring implementation. Further enhanced development of the safety data collection process must continue to enable not only more accurate assessment of ATM safety performance, but also a more informed, datadriven approach to risk management to become a reality. The safety measurement system also supports the identification of key risk areas and the establishment and monitoring of tolerable levels of safety in accordance with ICAO Annex 11, not only at ECAC level but supporting national activities through guidance material. Further to these currently developing SRC functions, a merger of mandatory incident information is recommended, based on data collection systems established by ESARR 2 and EC Directive 42/2003 (ECCAIRS). In their respective areas, EUROCONTROL (SRU) and the EURCONTROL Agency develop analytical expert capabilities for risk analysis, trends and lessons learned. In the safety regulation field, this is consistent with current SRU work. It does, however, represents a significant extension of present activities, and will entail much wider European interfaces and activities, especially, in the analysis and publication of safety information. Operational Safety in ATM Developments In addition to being reactive to safety events and performance, SRC has a complementary need to engage proactively in a range of ATM safety areas where future developments may raise safety issues, and concerns of stakeholders. In such areas, early action by SRC can provide the opportunity for pooling of available knowledge and collective decision-making. Examples include UAV s, Levels of ATS at Secondary Airports. Safety Data Reporting Process Progress in the implementation of safety data reporting has been encouraging during 2004, but the rate of improvement remains unacceptably slow. National Annual Summary Focal Points (AST-FP) have now been established in 34 cases., only one more than the year before. Up to the end of August 2005, twen- 7.SUPPORT FUNCTIONS page 167

168 3.10 SBU MANAGEMENT ACTIVITIES ty-seven national AST reports for 2004 had been received (the majority by April), with two additional States having notified that they would send late submissions. oversight of ESARRs as well as support to ANSPs and NSAs to fulfil the Single Sky safety commitments, simultaneously with ESARRs commitments. In addition, some Focal Points report lack of proper access to national data held by national Accident Investigation organizations. This clearly poses a significant limitation on the reporting process in these cases. SRC and ESP Another important interface relates to the collection and analysis of safety data, as well as the development of remedial actions, some of them being potentially of regulatory nature. That interface will increasingly apply to precursors to accidents as soon as identified as key risk areas at European level. Business Management SRC s Business Management System will continue to be developed to support, and reflect the priorities of, the chosen fields of SRC s work. In particular, the Business Plan is being developed, and the Work Programme is further revised to reflect the direction of work identified above. ASSOCIATED DOCUMENTATION More information can be found on the Eurocontrol web site at: ml In July 2002, the Eurocontrol Provisional Council established the High-Level Group for ATM Safety (AGAS). AGAS produced a Strategic Safety Action Plan (SSAP). At the end of February 2006, the closure of the SSAP will be accompanied by the launching of the new ESP (European Safety Plan for ATM). This plan has Five High Priority Activity Fields. The First High Priority Activity Field is one of the most requested by Stakeholders. It contains pro-active activities for developing and delivering safety management and safety regulation support; such as training, page SUPPORT FUNCTIONS

169 3.10 SBU MANAGEMENT ACTIVITIES 7.3 Performance review activities The Performance Review Commission (PRC) was established in 1998 by the Commission of EUROCONTROL, in accordance with the ECAC Institutional Strategy (1997). One objective in this Strategy is to introduce strong, transparent and independent performance review and target setting to facilitate more effective management of the European ATM system, encourage mutual accountability for system performance and provide a better basis for investment analyses and, with reference to existing practice, provide guidelines to States on economic regulation to assist them in carrying out their responsibilities. 7.4 Civil Military Cooperation In 2005, the Military Unit concentrated its efforts on DMEAN, the Single Sky mandates, security, and on actions supporting the Military regulatory authorities in view of promoting and assuring a more flexible use of the airspace. DMEAN With regard to DMEAN, the Military Unit was involved in the creation of an airspace data repository and in the preparation of a trial with the CFMU, AFN and 4 national airspace management cells with the overall objective to improve both the capacity and the flexible use of the airspace through enhanced co-ordination at pre-tactical and tactical level. SES/SESAR Under the authority of the mandate managers, the experts from the Military Unit contributed to the drafting of all implementing rules and to the successful approval of 3 of them related to the FUA, the initial flight plans and procedures for co-ordination and transfer. The challenge in all these mandates was to reflect the clear commitment from the Military authorities to implement the SES even though, from a legal point of view, the regulations should not have an impact on the military activity as the EC has no competence for military matters. the ATA consortium, and in the review of the statement of work. SECURITY 2005 saw the strengthening of the links between the security Domain and the Military Unit. An internal security coordination group EASEG, co-chaired by the Head of the Military Unit, was created and several fundamental documents were drafted like the security SWOT analysis and a draft security strategy. SUPPORT TO REGULATORY ACTIVITIES With the active support of the states participating in the Military Team and in its specialized task forces and focus groups, the Military Unit finalised a set of specifications for the use of UAVs flying OAT outside segregated airspace which will be subject to a formal consultation after initial approval by CMIC. The Military team also approved the Civil- Military ATM/CNS Interoperability Roadmap which will serve as reference material for all EATM Domains and for the Military CNS focus group. The final project on Military KPIs was adopted by the Military Team laying the foundation for the collection of data and for the production of pan-european performance indicators. Finally, the Military Unit started in May 2005 the annual process of collection and submission to the Mode S regulators of Mode S equipage plans for state aircraft. The Military Unit also took an active part in the screening of the bid for SESAR by ASSOCIATED DOCUMENTATION Further details can be found on the 7.SUPPORT FUNCTIONS page 169

170 3.10 SBU MANAGEMENT ACTIVITIES ANNEX A PARTICIPATING STATES page 170 ANNEX A