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can deliver on citizens?
expectations.?
ACI EUROPE and
EUROCONTROL
join forces
21
Focus
22
Stakeholder Forum
John Hanlon, Secretary General of the European Low Fares Airline
Association (ELFAA), looks at the future, identifying the Single European
Sky II package and SESAR as key enablers of the much-needed reform
of Europe抯 current air traffic management (ATM) system.
The future of atm in Europe
The European Low Fares Airline
Association (ELFAA) represents the interests
of low-fare airlines in Europe, which
currently account for over 35% of scheduled
intra-EU traffic. Low-fare airlines are
indisputably very significant stakeholders
in the future of European airspace.
The fact that low-fare airlines?aircraft
rarely leave European skies means that
inefficiencies in the ATM system impact
them to the fullest possible extent. These
inefficiencies spring mainly from the
fragmentation of ATM provision from
almost 40 individual suppliers, all with
separately-purchased and maintained
capital equipment.
Covering the vastly greater skies of the
US, there is a single provider and a third of
area control centres. This structural flaw in
the organisation of the supposedly Single
European Sky is compounded by indirect
routeings, which owe more to territorial
land borders than to natural traffic flows in
the skies overhead.
Additionally airlines and their customers
were subjected to 21 million minutes of
avoidable flight delays in 2007 ?equivalent
to efficient operations within Europe
of 70 aircraft for a full year! As
a result of these inefficiencies,
airlines incur a roughly 12%
avoidable fuel burn and 12%
more emissions. A full costrecovery
regime ?regardless
of cost ?provides little incentive
for improvements in cost
efficiency, whereas ELFAA considers that
the cost to airlines of ATM in European
airspace could be reduced by €5 billion
per annum.
The case for radical reform is indisputable
and ELFAA looks forward with great
expectation to two key enablers of such
reform ?the Single European Sky (SES) II
legislative package and SESAR.
Among its many vitally-required provisions,
SES II mandates the formation of functional
airspace blocks (FABs), which are
vital if we are to escape the root cause of
the current inefficiencies ?fragmentation.
Regrettably, however, the Commission抯
proposal leaves it to the States to establish
FABs, i.e., it follows the approach that has
consistently failed over the last four years.
Also it lacks ambition in setting the deadline
for the formation of FABs for 2012,
whereas it should be possible to establish
meaningful FABs by the end of 2010.
The Commission抯 proposal also provides
for performance benchmarking of air
navigation service providers. Regulation
is, however, a poor proxy for competition.
Over time, ELFAA would like to
see ATM service provision opened up
to competition, with the most efficient
providers free to expand their services,
mirroring the competitive market in which
their customers, the airlines,
operate.
ELFAA strongly believes that
SESAR has the potential to
deliver low-cost digital ATM
that will facilitate the opening
of the ATM market to competition.
One of the overriding objectives of
SESAR is to triple capacity, and the innovative
and imaginative harnessing of technological
breakthroughs can achieve this.
If the equally-needed reforms of SES II are
subscribed to and delivered by Member
States, the structural bottlenecks will
become a thing of the past.
ELFAA agrees that too much focus has
been placed on looking back at how we
got here. It is high time to look to where
we need to get ?and can get. ELFAA
therefore urges the European Parliament
and the Council to adopt, within the
current term of the Parliament, the SES
II legislative package, and to actively
support the SESAR project. For its part,
ELFAA is committed to continuing to play
its part in SESAR as it progresses through
the development phase. n
Skyway 50 - Winter 2008 23
24
Interview
Fran鏾is Quentin was appointed in May 2004 as Thales Senior Vice President in
charge of aerospace activities and member of the Thales Executive Committee.
Prior to that he had been appointed Chief Executive Officer of Thales Avionics in 2000 and
Senior Vice President, Avionics Systems in 2002. Fran鏾is Quentin joined Thomson-CSF
in 1977 (renamed Thales in 2000), holding a series of positions as engineer and project
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Skyway Magazine Winter 2008(17)
