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A further 15% increase in capacity planned by European
air navigation service providers will provide
a combined expansion of 25% in the network overall.
This will be sufficient to accommodate traffic
growth, whilst maintaining optimum delay levels.
One of the first tangible results of the DMEAN Programme
was the publication of a Network Operations
Plan (NOP) for summer and winter 2006. These
documents provided a consolidated view of the forecast
network situation and helped to definethe associated
air traffic flow management measures for
those periods. As such, they were instrumental in realising
a coordinated and comprehensive basis on
31 EUROCONTROL Annual Report 2006
which operational planning decisions could be
made. It is therefore significant that the Agency’s
stakeholders drew attention to the added value originating
from the summer and winter 2006 NOPs.
The next increment, the 2007/2008 Action Plan, incorporates
the experience of 2006 and updates the
agreed actions for 2007. The development of a twoyear
plan each year will be the main vehicle for delivering
the full DMEAN Concept of Operations by
2010.
Overall capacity planning process for 2006
Detailed capacity plans were developed for each
ACC through trilateral discussions between air navigation
service providers, EUROCONTROL and airspace
user representatives. In the coming years, the
participants in these discussions will continue to improve
the fully interactive capacity planning process
which they developed in the course of their talks. In
addition, capacity and efficiency enhancement aspects
were discussed within various EUROCONTROL
working arrangements. The 2006 capacity
plan for Europe was finalised at the end of 2005
and formed a substantial input into the Network Operations
Plan.
Capacity management processes were further improved
by most States and air navigation service
providers. As a result, the quality of the capacity
management at network and local levels was enhanced.
Formal capacity plans were developed in
the framework of the Local Convergence and Implementation
Plan (LCIP). Complementary capacity
plans, adapted to local planning processes, were developed
by many States and air navigation service
providers, with a number of them making better use
of the tools available in the Agency, in order to improve
their own capacity planning.
Airspace structure improvements
140 packages for short-term ATS route network and
sectorisation improvement proposals were developed
prior to summer 2006 under the coordination
of the EUROCONTROL Route Network Development
Sub-Group (RNDSG). These proposals covered several
hundred route network and sectorisation improvements.
New sectors were made available and
sector configurations optimised. In certain ACCs,
however, the new configurations could not be used
when required because of a shortage of qualified air
traffic controllers.
The Agency also completed the development of a
new ATS route network and sectorisation in Europe
(ARN V5) in 2006. The purpose of this is to improve
flight efficiency and to deliver sufficient airspace capacity
to respond to future traffic demand at optimum
performance levels. When fully implemented, by the
end of 2007, it has the potential to gradually bring significant
savings estimated to be in the region of
60,000 nautical miles per day, which equates to about
€200-250 million per year, and annual reductions in
CO2 emissions of approximately 120,000 tons.
Work also continued to ensure the development of
flight-efficiency scenarios, a gradual deployment of
an integrated approach between airspace design
and airspace management, as well as the flexible
use of airspace and air traffic flow and capacity
management.
CASCADE prepares for
the Pioneer Airline Project
Additional capacity will be attained through the introduction
of Automatic Dependent Surveillance
Broadcast (ADS-B) applications, which will provide
an accurate and cost-effective surveillance capability
in areas where it has hitherto been unavailable.
EUROCONTROL’s CASCADE Programme coordinates
ADS-B implementation with the introduction of
a second generation of Controller-Pilot Data Link
Communications (CPDLC) services.
32
2006 saw a concerted effort to develop and validate
ADS-B standards with a series of trials and
simulations. The highlight of the year was the completion
of the first global standard for ADS-B (ADSB
in a non-radar environment – ADS-B-NRA). In
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