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radio aids, telecommunications and corresponding
airborne equipment, with a view
to maintaining and enhancing aircraft safety.
The Convention came into force on 1 March
1963, marking an end to the transitional association
and heralding EUROCONTROL with
Bulin as its first director general.
Less than four years later, in January 1967,
EUROCONTROL inaugurated an Experimental
Centre (EEC) at Brétigny-sur-Orge, just outside
Paris. The origins of the EEC lie with the transitional
association that in 1961 recognised
the need for the continuous development
of air traffic services in Europe, and the everincreasing
volume of traffic made it necessary
for EUROCONTROL to ensure it kept pace.
The Brétigny centre was set up, not only to
specialise in research and development and
through simulations create and test new
methods and tools for the ATM environment,
but also to assist Member States to put these
new developments into operation and facilitate
their practical use in everyday aviation.
More than 40 years on, the Brétigny facility
continues to keep EUROCONTROL at the
forefront of technological development in
the world of aviation with a wide range of
technical tests, trials and simulations. Its
technological development activity took a
major leap forward with the inauguration of
the Luxembourg-based Institute of Air Navigation
Services, IANS, in October 1969. This
was to become an important training centre
providing advanced air traffic control training
for the personnel of EUROCONTROL’s Member
States and at the same time contributing
to the process of international cooperation.
It was eventually decided that the Institute
should be financed through the Agency’s
own budget, rather than by fees charged
to Member States, enhanced by offering
courses to fee-paying students from states
outside EUROCONTROL. One of the first
tasks of the Institute was to train a new generation
of controllers who would eventually
work in the Maastricht Upper Area Control
Centre. The Institute has developed a reputation
for providing advanced and specialised
training with an international emphasis.
The 1960s marked the first post-war close
collaboration in the European ATC sector and
was a springboard for EUROCONTROL’s next
half-century and further crucial developments
in subsequent decades. Activity in the
1970s and the January 1986 amendments
to the original Convention emphasised its
culture of cooperation and harmonisation
that had been the practice, rather than integration,
which had been the theory since the
organisation first appeared on the scene. But
that’s another story.
27-member European Union. During the
summer of that year, the directors of the five
countries’ civil aviation authorities met in
Bonn and Luxembourg and decided to set
up two groups. A new legal and administrative
group to draft an international convention
and a technical group to consider civil
and military aviation coordination, estimate
costs and undertake technical assessments.
During the second half of 1959 the UK
intimated that it would like to join EUROCONTROL
and in October of that year a
British representative attended the meeting
in Brussels. Further meetings took place
in January and May 1960 and preliminary
arrangements for the new agency were
completed at a high-level ministerial meeting
in Rome in June 1960.
Despite the venue, Italy was unwilling
to join EUROCONTROL, partly because the
proposed upper airspace regions ended at
its northern frontier and partly because its air
traffic arrangements were already a joint civilmilitary
system, with ATC control provided
by the Italian air force. Italy joined EUROCONTROL
on 1 April 1996.
So, on 13 December 1960, representatives
of Belgium, France, what then was the Federal
Republic of Germany, Luxembourg, the
Netherlands and the UK gathered in Brussels
to sign the EUROCONTROL International Convention
relating to Cooperation for the Safety
of Air Navigation. Its purpose was to provide
control of both civil and military traffic in the
upper airspace, above 25,000ft over the UK
and 20,000ft elsewhere, in airspace divided
into upper information regions and upper
air routes, designated according to most-frequented
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Reaching for the Single European Sky(54)
