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Luxembourg, the Netherlands and northern
Germany, this was the fi rst truly international
Proudest
moments
Brendan Gallagher looks back at the long list
of EUROCONTROL’s technical and procedural
innovations over its fi rst 50 years
EUROCONTROL
took its first major
physical step
towards a unified
European airspace,
in 1972, when the
Maastricht Upper
Area Control Centre
entered service
Following EUROCONTROL trials in the
mid-1990s, the fi rst public demonstration
came in 2001, when an American Airlines
fl ight to Paris Charles de Gaulle was controlled
by Maastricht using messages transmitted
by datalink. In 2004, the organisation
signed up six airlines and 100 aircraft to take
part in the Link 2000+ datalink programme.
The following year, Maastricht made automatic
datalink communications operationally
available for the fi rst time.
In January 2002, EUROCONTROL helped
to mastermind the introduction of RVSM
into European airspace in a programme
unprecedented in its scale. Hitherto, aircraft
cruising at altitudes between 29,000ft and
41,000ft were separated vertically by at least
2,000ft. Halving that value, made available
six more fl ight levels, increasing capacity by
up to 20 per cent and also allowing more
aircraft to fl y at the most fuel-effi cient cruising
altitudes.
Introduced at Maastricht in 2002, ODS
automatically highlights potential short- and
medium-term confl icts between aircraft, and
automates many of the controllers’ more
laborious tasks.
Impressive though these technical
achievements were, probably the most
signifi cant EUROCONTROL-related development
of the previous decade was the formal
launch in January 2000 of the ATM 2000+
strategy. With its eye on traffi c demand
up to and beyond 2015, and the objective
of a uniform, gate-to-gate system for
Europe, the strategy was the inspiration for
today’s Single European Sky ATM Research
(SESAR) programme. Over the past 10 years,
EUROCONTROL has been in the forefront
of the eff ort to create the building blocks
for the new infrastructure that will support
the Single European Sky, with its promise of
multi-million-euro effi ciency increases and
vast reductions in emissions.
The past fi ve years have seen a rising tide
of activity in connection with SESAR – defi nition,
setting of performance targets and the
letting of contracts worth nearly €2 billion
in the past year alone to launch execution of
the new infrastructure between now and the
turn of the next decade.
The recognition that Europe needed to
rationalise its airspace was the prime driver
for the creation of EUROCONTROL. The appetite
for innovation that the organisation
has displayed ever since means that, at last,
it stands within sight of realising the dreams
of its founding fathers.
in the spacing between VHF radio voice
channels, from 25kHz to 8.33kHz, removed
a major impediment to the creation of
extra traffi c capacity on Europe’s hardpressed
airways.
A decision by Europe’s transport ministers
in 1999 opened the door for EUROCONTROL
to play a role in one of Europe’s most ambitious
infrastructure projects to date – the
Galileo satellite navigation system. With
operational introduction now just over three
years away, the Agency continues to work
with the European Commission and the
European Space Agency to ensure that Galileo
will meet aviation requirements. In the
longer term, the system might be combined
with the US GPS and Russian Glonass satellite
constellations, making signifi cant cost
savings by dispensing altogether with the
ground-based navigational infrastructure.
On the same day EUROCONTROL signed
its Revised Convention, Member States from
central Europe agreed on the creation of
an ATC centre to manage their combined
airspace. Analogous with the pioneering
Maastricht, the Central European Air Traffi c
Services programme is another step down
the road towards a European ATM system
based less on national boundaries and
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Reaching for the Single European Sky(50)
