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The European Commission’s White Paper, European
Transport Policy for 2010 – A Time to Decide, acknowledges
the increase in air traffic and the need to manage this growth
carefully to prevent the predicted congestion. It supports the
need to improve the ATM system and increase capacity at
airports, but seems to say two things at the same time. On the
one hand, it promotes the development of additional
infrastructure including airports, especially for the new Member
States, which will require extensive investment to modernise
and enlarge their airports. On the other hand, it says that
environmental protection and the issues of climate change
mean that new airports are not the answer. Instead, a strategy
to create a more balanced intermodal transport network
system should be adopted and aviation needs to increase
capacity through innovation, better control of slot allocation,
efficiency gains by airports and a restructured ATM network.
This article was jointly commissioned by
EUROCONTROL and AEA.
THE VIEW FROM AEA
By the mid-1990s, the results of the European air transport liberalisation policy already indicated that air transport
would experience rapid and substantial growth. It then became apparent that the main constraint to this predicted
growth would be lack of airport capacity.
For airlines, this manifests itself in decreased efficiency, increased delay and additional costs. The Association of
European Airlines (AEA) calls for political support to resolve capacity bottlenecks by expediting infrastructure
enhancement projects. David Henderson, Manager Information at the AEA says: “The EU should pay due attention to
hub airports and define a policy for air/rail co-operation, so as to promote complementarity rather than arbitrary
modal shift from air to rail. Guidance is also needed on the relationship between major, secondary and regional
airports, to maintain fair competition between them and their operators. The development of a robust and efficient
regulatory framework has become a crucial prerequisite, for privatised and privatising airports and state-owned
airports alike.”
Henderson explains: “AEA’s vision of a common framework for the European airport market starts with an
independent regulator at national level, to provide economic oversight. Following ICAO’s basic principles on charges for
facilities and services, the process should also incorporate cost-relatedness, including the principle of a single till. Finally,
according to ICAO principles, current pre-financing mechanisms for capacity enhancement programmes need to be
replaced with more efficient forms of financing, using normal business practices, while agreed service standards are
essential to guarantee quality.”
ATM: THE CHALLENGE OF GROWTH
68
ENHANCING CAPACITY
Europe must boost its network capacity by more than a quarter by 2011 in order
to stay ahead of traffic growth and drive delays below the limits set by
EUROCONTROL’s Provisional Council. Brendan Gallagher describes the initiatives
that will keep European air services running on time in the years to come
69
ntil recently, Europe has enjoyed a good record in
the battle against air traffic delays. In the four years
between 2000 and 2003 the daily total of delays
attributable to en-route Air Traffic Management (ATM) and
airport factors in European airspace fell from 87,000 minutes
to 41,000 minutes. But then it stuck at that figure in 2004
before rising again to 48,000 minutes in 2005.
Throughout that time, the airport-related contribution
stayed more or less constant at around 20,000 minutes. It
was en-route ATM that yielded the improvement, and it is
ATM that is now under the spotlight as Europe’s air traffic
system strives to cut delays as part of a broader co-ordinated
drive to improve its service to passengers and lessen the
impact of air transport on the environment.
Just like a traffic jam on a highway, an air traffic delay is the
result of an excess of traffic over the system’s ability to handle
it, and in both domains the solution is to add capacity or do
better with what is already available. On the ground this
usually means putting more lanes on existing roads or
building new ones. But the emphasis in European air transport
is more on making better, smarter use of existing
infrastructure and procedures, as well as introducing new
technologies where they can make a difference.
Driving the effort is the EUROCONTROL Provisional Council’s
target of an average of no more than one minute of en-route
U ATM-related delay per flight. To be achieved in the face of a
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