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been agreement in a few areas, on convergence and a way
forward.” While some improvements offer, say, 40 per cent
gains, there needs to be “a quantum leap” to converge with
common solutions, says Redeborn.
Illustrating the implicit challenge, he visualises three tiers of
necessary agreement: “The top layer is at the political and
conceptual level, where there is total agreement on
requirements. Next, there is general agreement, in principle,
on what is needed to address problems.” But at the third
level, there is not yet agreement on physical equipment,
77
actual systems, and tools: “That is the problem. We won’t
reach our target without agreement at the lowest level.”
Accordingly, he hopes the initiative will create “a common
lowest level of system capability, [but] higher than in the
past”. It should force everyone to rise to a lowest common
denominator, achieved through regulations and implementing
rules and with an agreed development path for future
interoperable solutions.
Redeborn says there are many examples of national
border restraint that have been overcome, although military
requirements (such as firing ranges) remain a consideration.
“Full involvement of the military and flexibility of airspace
use is a must, so we segregate only where and when there is
a true need.”
Nevertheless, it has not been possible to meet all growth
“Full involvement
of the military and
flexibility of airspace
use is a must”
requirements: some areas have seen 4.5 per cent traffic
increases but only 3 per cent capacity growth, according to
the EUROCONTROL official. He says the challenge is to meet
traffic growth with new capacity “to maintain one-minute
delays – economic optimum”. Other factors needing to be
accommodated include meteorology (more-convective
weather generates delays) and local events (such as last
August’s London security incident).
Redeborn acknowledges that the early 2000s’ economic
recession restricted growth and allowed the ATM system to
catch up, with capacity increasing while traffic increases
dwindled. But now there is “more traffic than ever,” albeit
alleviated by developments, such as Reduced Vertical-
Separation Minima (RVSM), which have made a “very
significant contribution”.
By September 2006, EUROCONTROL had “delivered” nine
mandates and had 13 others in work, plus six additional tasks,
says Redeborn. For example, EUROCONTROL is required to
provide an SES factual review and report (SESFARR) for the EC,
which must report progress to the European Parliament and
Council. Meanwhile, European airlines are watching progress
closely. “A lot has to be done,” concluded AEA’s de Vroey. “We
are confident there is [political] commitment, but it needs to
be continuous commitment.”
This article was commissioned by EUROCONTROL.
ATM: THE CHALLENGE OF GROWTH
78
THE SESAR PROGRAMME
A cornerstone of the Single European Sky initiative is new technology. But new
operational procedures are just as important. Ian Goold finds out how the SES
ATM Research programme is tackling the issues of the ‘No Frontiers’ approach
79
ingle European Sky (SES) Air Traffic Management (ATM)
arrangements have been proposed against an evolving
airline landscape, says Bernard Miaillier, who heads
EUROCONTROL’s SES ATM Research (SESAR) and ATM strategy
division. This landscape is populated by a number of
stakeholders, including airspace users, airports, Air Navigation
Service Providers (ANSPs), equipment suppliers, and – not
least – passengers.
While current European ATM performance is good, change
is needed to accommodate growing traffic, predicted to more
than double by 2025. Requirements are driven by limited airtraffic
control (ATC) capacity, fragmented airspace with
political boundaries, and ageing technology. New systems
must ensure that increased traffic is accompanied, in a costeffective
manner, by improved safety, reduced environmental
impact and increased security, with delays kept to an
economic optimum.
Miaillier says the past 30-40 years saw no fundamental
change in the operational concept: “Fortunately there have
been a lot of improvements to make the most of the
system, but now such further improvements produce
diminishing returns.” The full benefits of previous ATM
initiatives have not always been achieved, mainly due to
insufficient commitment by some stakeholders. Now, for the
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Partnership for Performance and Growth.(28)
