Single European Sky second package

Transcription

1 Skyway magazie EUROCONTROL No. 52, Summer & Autum 2009 Sigle Europea Sky secod package Iterviews Daiel Calleja, Director of Air Trasport, Europea Commissio Olivier Jakovec, Director Geeral of ACI EUROPE Also i this issue: the views of AEA, CANSO, EASA ad the SESAR JU Skyway is a quarterly publicatio of the Europea Orgaisatio for the Safety of Air Navigatio, EUROCONTROL

2 Cotets Skyway magazie Number 52 - Summer & Autum The EUROCONTROL Skyway magazie. Publisher: David McMilla Maagig Editor: Kyla Evas Editor: Lucia Pasquii Liguistic Advisers: Laguage Service Layout: Frédérique Fyo Photography: Carolie Cochaux, Christia Sampoux, Véroique Paul/Graphix Pritig: EUROCONTROL Logistics ad Support Services 5 EDITORIAL By David McMilla, Director Geeral 6 9 FOCUS Sigle Europea Sky II EUROCONTROL s regulatory support role Sigle Europea Sky II A ew mechaism for settig performace targets 13 Sigle Europea Sky II Reewed focus o safety Europea Orgaisatio for the Safety of Air Navigatio (EUROCONTROL) September 2009 This documet is published by EUROCONTROL i the iterests of exchage of iformatio. It may be copied i whole or i part, providig that EUROCONTROL is ackowledged as a source. The iformatio cotaied i this documet may ot be modified without prior writte permissio from EUROCONTROL. Articles appearig i this magazie do ot ecessarily reflect EUROCONTROL s official policy SESAR: the future ATM system Reducig aviatio s evirometal impact Busiess ad regulatory drivers i ATM Harmoised efforts for Sigle Europea Sky implemetatio For more iformatio ad to receive a free copy of Skyway, please cotact the editor, Lucia Pasquii lucia.pasquii@eurocotrol.it Telephoe: Fax: EUROCONTROL 96, rue de la Fusée, 1130 Brussels, Belgium EUROCONTROL Website: 2

3 INTERVIEW VIEWPOINT VISITS Daiel Calleja, Director of Air Trasport, Europea Commissio Olivier Jakovec, Director Geeral of ACI EUROPE The SESAR programme takes off Sigle Europea Sky The role of EASA For the airlies, the Sigle Sky caot come a momet too soo Sigle Europea Sky II CANSO s viewpoit EUROCONTROL welcomes visitors, both idividual ad i orgaised groups, to its premises. CALENDAR Forthcomig evets at EUROCONTROL Brussels Headquarters 42 Blue Med Lauch of the defiitio phase of a performacedrive FAB 26 Skyway 52 Summer & Autum

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5 EDITORIAL Dear readers, I am pleased to brig to you a restyled Skyway, which aims to brig you fresh, ew iformatio about the key issues ad challeges cofrotig our idustry. Each issue of the magazie will cotiue to focus o a specific topic which will be tackled i depth ad from various perspectives, with the aim of providig a platform for a costructive dialogue. This time our attetio is tured to the Sigle Europea Sky secod package, which was edorsed by the EU Trasport Miisters i March ad has just bee formally adopted by the Coucil. I this issue a umber of leadig figures brig us up to speed o their orgaisatio s priorities, sharig with us their views o what is at stake at this critical time ad the eed to tur commitmet ito actio. The Sigle Europea Sky secod package represets a sigificat step forward i improvig the performace of Europea aviatio by providig bidig targets i the key areas of safety, etwork capacity, flight efficiecy, costeffectiveess ad evirometal sustaiability. It also places reewed emphasis o fuctioal airspace blocks for a more ratioal orgaisatio of airspace across atioal borders. EUROCONTROL is set to reiforce its role by providig experiece ad expertise to the regulatory, operatioal ad techical dimesio of the Sigle Europea Sky, i close coordiatio with the Europea Commissio ad the SESAR JU. These critical times for the aviatio idustry uderscore the importace of maximisig efficiecy across the value chai ad the Sigle Europea Sky will make a crucial cotributio to this goal so our focus ow must be o workig together to deliver results as quickly as possible. For our part we have begu a ambitious moderisatio project to fully alig our orgaisatio with the objectives of the Sigle Europea Sky. The establishmet of the Air Navigatio Services Board (ANSB) marks a ew era of partership with our stakeholders. Airspace users, air avigatio service providers, airports, ad the military are ow fully ivolved i steerig the Agecy s work i support of the Sigle Europea Sky. Chers lecteurs Je suis heureux de vous préseter cette ouvelle éditio de Skyway qui adopte u style ouveau pour vous doer des iformatios ouvelles et récetes sur les grades questios et les défis majeurs qui se poset au secteur du trasport aérie. Chaque uméro cotiuera d être cetré sur u thème spécifique, qui sera traité e profodeur et sous différets agles, otre objectif état d offrir ue plateforme pour u dialogue costructif. La présete éditio est cosacrée au deuxième paquet du Ciel uique europée, approuvé e mars derier par les miistres des Trasports de l UE et qui viet d être formellemet adopté par le Coseil. Das les pages qui suivet, plusieurs persoalités de premier pla ous exposet les priorités de leurs orgaisatios respectives aisi que leurs poits de vue sur les ejeux de cette période critique et la écessité de traduire les egagemets e actios cocrètes. Le deuxième paquet du Ciel uique europée costitue ue avacée importate pour l amélioratio des performaces de l aviatio européee e ce qu il fixe des objectifs cotraigats das les domaies clés que sot la sécurité, la capacité du réseau, l efficacité des vols, l efficiece écoomique et la viabilité eviroemetale. Il cotiue égalemet de mettre l accet sur les blocs d espace aérie foctioels comme moye de parveir à ue orgaisatio plus ratioelle de l espace aérie par-delà les frotières atioales. EUROCONTROL verra so rôle reforcé puisqu elle fourira expériece et expertise aux volets règlemetaire, opératioel et techique du Ciel uique europée, e coordiatio étroite avec la Commissio européee et l Etreprise Commue SESAR. La crise que traverse le trasport aérie met e évidece la écessité de maximiser les iveaux d efficacité sur l esemble de la chaîe de valeur et le Ciel uique europée cotribuera de maière cruciale à cet objectif. Notre priorité sera doc d œuvrer tous esemble à l obtetio de résultats das les plus brefs délais. Das cette perspective, ous avos egagé u ambitieux projet de moderisatio visat à aliger complètemet otre orgaisatio sur les objectifs du Ciel uique europée. La mise e place du Coseil des services de avigatio aériee (ANSB) marque l avèemet d ue ère ouvelle sur le pla du parteariat avec os parteaires : usagers de l espace aérie, prestataires de services de avigatio aériee, aéroports et militaires sot désormais pleiemet associés à la coduite des travaux meés par l Agece à l appui du Ciel uique europée. David McMilla, Director Geeral David McMilla, Directeur gééral Skyway 52 Summer & Autum

6 FOCUS Sigle Europea Sky II EUROCONTROL s regulatory support role Jea-Luc Garier, Deputy Director Sigle Europea Sky Implemetatio, sheds light o the actios that EUROCONTROL is goig to perform to support the implemetatio of the regulatory dimesio of the Sigle Europea Sky secod package (SES II) ad its four pillars: performace, safety, techology ad airport capacity. 6

7 FOCUS Performace pillar Regulatig performace The first measure itroduces a system of performace regulatio through the settig of targets. A two-tier system will be itroduced. Commuity-wide targets will be defied (through quatified objectives i the areas of delay, cost reductio ad flight efficiecy). They will be proposed by a Performace Review Body (PRB) ad the approved by the Commissio (after they have sought the formal opiio of the Sigle Sky Committee). These Commuity targets will the be passed to the atioal supervisory authorities that will have to defie, after proper cosultatio with stakeholders (otably airspace users), atioal or regioal targets (at the level of fuctioal airspace blocks, FABs) cosistet with the etwork-wide targets. These atioal/regioal targets will also be agreed at Commuity level. It is importat to realise that these targets will be bidig. Detailed implemetig rules have to be prepared to defie the mechaisms which will be used to develop ad agree the targets. The Commissio has already started preparig these rules with the active support of the Performace Review Commissio (PRC) ad the Performace Review Uit (PRU). The itetio of EUROCONTROL is to propose that the PRC acts as the PRB o request of the Commissio. Itegratio of service provisio SES I already icluded provisios requestig Member States to establish FABs, with a view to achievig the maximum capacity ad efficiecy of the Europea ATM etwork. A bottomup approach had bee retaied ad o clear target date was set to implemet the provisios. It is well accepted that this approach has ot met the expectatios. SES II keeps the bottom-up approach but ow exteds the scope of FABs to the lower airspace ad sets firm obligatios to implemet them o later tha three years after the etry ito force of the regulatio, i.e. appromixately by the ed of EUROCONTROL is willig to cotiue offerig strog support to the Commissio ad Member States i order to facilitate the itegratio of service provisio, otably through: the developmet of draft implemetig rules regardig the iformatio to be provided by Member States before establishig ad modifyig FABs; the developmet of guidace material; the support to specific FABs iitiatives, o request of the Member States cocered; support actios aimed at improvig the coordiatio betwee FABs. Network maagemet fuctios Network maagemet fuctio is aother key ew feature of SES II. It aims to achieve optimal gate-to-gate solutios through full itegratio of the overall etwork perspective. SES II idetifies a iitial list of specific areas where actios eed to be performed at Europea etwork level to support optimal performace. This icludes the desig of a Europea route etwork ad the coordiatio of scarce resources (frequecy bads, radar traspoder codes). Implemetig rules will be prepared to this effect, which EUROCONTROL will offer to draft i support of the Commissio. These rules should, otably, defie the framework i which the fuctios will have to be performed. The Agecy would the be willig to udertake the tasks ecessary for the executio of these fuctios, o request of the Commissio. SES II also puts obligatios o Member States to etrust EUROCONTROL or aother impartial ad competet body with the performace of air traffic flow maagemet. The Agecy has a log-stadig experiece i this field through the CFMU ad is of course more tha willig to respod to further requests from Member States. Further etwork maagemet fuctios might be added at a later stage to support the implemetatio of SESAR, such as the maagemet of the deploymet of SESAR techologies ad the procuremet of Europewide ifrastructure elemets. Their implemetatio will also have to be supported by regulatory measures. SAFETY PILLAR EASA was created i 2002 to esure that Europe takes a commo approach towards a harmoised developmet ad a effective implemetatio of safety regulatios. The SES II package icludes a revisio of the basic EASA regulatio (which had already bee ameded i 2008 to address aircraft operatios ad crew licesig), further extedig the competecies of this Agecy to air traffic maagemet/air avigatio services (ATM/ANS) safety. I the cotext of the SES, EURO- CONTROL ad EASA rule-makig activities have, for several years, already bee coordiated through ad-hoc Skyway 52 Summer & Autum

8 FOCUS Sigle Europea Sky II EUROCONTROL s regulatory support role arragemets with the participatio of the Commissio. Cooperatio is expected to develop further i the SES II cotext to esure the cosistecy of the developmets i the SES ad EASA regulatory systems. A first example will cocer the Stadard Europea Rules of the Air (SERA), for which EUROCONTROL is expectig a madate from the Commissio to support it ad EASA i developig a appropriate set of regulatory provisios ad meas of compliace. A commo roadmap is also beig prepared betwee the two Agecies to idetify cooperatio mechaisms which could be put i place durig the trasitio phase ad beyod, as appropriate. TECHNOLOGY PILLAR The regulatio goverig the SESAR Programme ad establishig the SESAR Joit Udertakig (SJU) has bee recetly ameded. EUROCONTROL is, together with the Commissio, oe of the two foudig members of the SJU ad a major cotributor to the work programme which recetly has bee officially lauched. O the regulatory side, EUROCONTROL, as part of the activities performed o behalf of the SESAR Joit Udertakig for the maiteace of the ATM Master Pla, will develop proposals for stadardisatio ad the regulatory roadmaps. The former will idetify the various categories of stadards which will be ecessary to meet the requiremets of the SESAR implemetatio packages. The latter will idetify the iteroperability implemetig rules which could support the harmoised ad coordiated deploymet of ew techologies validated by the SESAR work packages. Those stadards described i the roadmap which could serve as meas of compliace (recogised as Commuity specificatios) will also be clearly idetified. Relyig upo the experiece acquired throughout SES I (where a sigificat umber of draft implemetig rules were developed to support the coordiated deploymet of techologies such as data-lik services or reduced voice chael spacig), EUROCONTROL will put its expertise at the disposal of the Commissio to develop the additioal rules required to esure that SESAR targets ca be achieved o time. AIRPORT CAPACITY PILLAR The Europea Parliamet ad the Coucil have edorsed the actio pla for airport capacity, efficiecy ad safety i Europe. The objective of this actio pla is to offer appropriate resposes to the potetial lack of capacity o the groud. It will iclude a umber of complemetary facets. O the regulatory side, various types of measures will be cosidered, which EUROCONTROL has already supported or might support i the future, e.g.: cosistecy betwee airport slots ad ATFM slots; stregtheig of oise-abatemet rules aroud airports, for which the availability of oise models is a key asset. Evirometal issues exted of course largely beyod the airport area. Oe dimesio of particular importace is the Emissio Tradig Scheme (ETS), for the applicability of which EUROCONTROL has started providig well appreciated support to the Commissio. A Airport Observatory has also bee set up by the Commissio, composed of Member States ad relevat authorities ad stakeholders, which facilitates the exchage ad moitorig of data ad iformatio o airport capacity as a whole. EUROCONTROL is chairig oe of the workig groups of this Observatory. CONCLUSION Thaks to its expertise i all ATM techical areas ad the experiece acquired throughout SES I, EUROCONTROL is uiquely positioed to support the Commissio ad Member States i the further developmet of the regulatory aspects of the Sigle Europea Sky. This will strogly cotribute to the defiitio of the required provisios (otably implemetig rules ad Commuity specificatios) which will allow the ew features of SES II (performace regime, etwork maagemet fuctios, SESAR targets, etc.) to be implemeted i a harmoised ad coordiated maer. 8

9 FOCUS Sigle Europea Sky II A ew mechaism for settig performace targets Xavier Fro, Head of the Performace Review Uit, explais how the targetsettig mechaisms itroduced i the Sigle Europea Sky secod package (SES II) will work ad how they will be a powerful driver for optimisig ATM performace i Europe. A ew Commuity regulatory regime I March 2009, the secod legislative package of the Sigle Europea Sky (SES II) was adopted by the Europea Parliamet ad politically edorsed by the Trasport Miisters. Ad it has bee recetly formally adopted by the Coucil. SES II builds o the performace scheme cotaied i SES I regulatios adopted i I particular, it icludes a ew mechaism to set performace targets as part of a performace scheme which addresses the key performace areas of safety, the eviromet, capacity ad cost-efficiecy. Specific features i relatio to targetsettig iclude: Europea performace targets, adopted uder Europea Commissio authority; a commo framework for corrective measures, icludig alert mechaisms, icetives ad compliace, to be applied by States whe targets are ot met; atioal/fab performace plas, cosistig of performace targets ad icetives. The relevat legislatio i relatio to target-settig is the SES II Framework Regulatio. Uder Article 11 of this Regulatio, the Europea Commissio may desigate EUROCONTROL to act as the Performace Review Body (PRB) to assist the Commissio, i associatio with Natioal Supervisory Authorities (NSAs), ad to assist the NSAs o request, i the implemetatio of the performace scheme. Let us tur ow to the ew mechaisms for settig performace targets at both Commuity ad local levels. Commuity target-settig mechaisms at both Europea ad local levels; Skyway 52 Summer & Autum

10 FOCUS Sigle Europea Sky II A ew mechaism for settig performace targets Commuity-wide Targets I accordace with Article 11.3 (a) of the SES II Framework Regulatio, Commuity-wide performace targets for the air traffic maagemet etwork are to be adopted by the Europea Commissio, after takig ito accout the relevat iputs from NSAs at atioal level or at the level of fuctioal airspace blocks (FABs). Whe the Europea Commissio has adopted the Commuity-wide targets, they will be used by the NSAs to develop local targets. NSAs Relevat iputs PRB Idepedet aalysis Adoptio of Commuity-wide performace targets by EC Commuity-wide targets Proposed Commuity-wide performace targets Europea Commissio SSC regulatory opiio Whe the Europea Commissio has adopted the Commuity-wide targets, they will be used by the NSAs to develop local targets Local targets Local, i this cotext, meas atioal or fuctioal airspace block targets. As already stated, these will be developed by NSAs, i cosultatio with air avigatio service providers (ANSPs), airspace users represetatives ad, where relevat, airport operators ad airport coordiators. The local targets are to be adopted by the Member State(s) ad set to the Europea Commissio for assessmet, to esure that they are cosistet with the Commuity-wide performace targets. Adopted Commuity-wide performace targets I cosultatio with: ANSPs, airspace users represetatives Where relevat, airport operators ad coordiators NSAs Proposed atioal/fab performace pla with Performace targets Appropriate icetive scheme Ad-hoc support PRB Europea Commissio Local targets State Adoptio of performace pla by State Trasmissio to Europea Commissio 10

11 State Proposed atioal/fab performace pla Europea Commissio NSAs EC recommedatio to propose revised targets SSC advisory opiio ot OK SSC advisory opiio OR EC decisio: State to take corrective measures Implemetig rules Europea Commissio PRB ot OK Assessmet agaist criteria defied i IR EC revises the Commuitywide performace targets OK Assessmet of targets State implemets EC decisio OK Start of review period Implemetig rules eed to be developed for the detailed fuctioig of the performace scheme. They have to be adopted by the Europea Commissio o later tha two years followig the etry ito force of the Framework Regulatio (i.e. 2011). The implemetig rules will iclude the followig: Assessmet of Targets The implemetig rules for the Framework Regulatio will cotai criteria for assessig whether the atioal or fuctioal airspace block targets are cosistet with the Commuity-wide performace targets. If they are ot cosistet, the Europea Commissio may ask the NSA(s) to propose revised performace targets. If these revised targets also prove to be icosistet, the the Europea Commissio has the power to require the Member State(s) cocered to take corrective measures. Alteratively, if there is adequate supportig evidece, the Europea Commissio may decide to chage the Commuity-wide performace targets. 1. Cotet ad timetable for: collectio, validatio, examiatio, evaluatio ad dissemiatio of relevat data related to performace of ANS ad etwork fuctios; selectio of appropriate key performace idicators (KPIs) o the basis of ICAO ad ATM Master Pla frameworks, adapted where ecessary, as well as relevat objectives for these areas ad defiitio of a limited set of KPIs for measurig performace; establishmet of Commuty-wide performace targets takig ito cosideratio iputs idetified at atioal/fab level; assessmet of the atioal/fab performace targets; moitorig of the atioal/fab performace plas, icludig appropriate alert mechaisms. 2. Referece period ad itervals for assessig the achievemet of performace targets ad the settig of ew targets. 3. Criteria for the settig-up by the NSAs of the atioal/fab performace plas, cotaiig the atioal/fab performace targets ad the icetive scheme. The criteria will be based o the busiess plas of the ANSPs; they will address all cost compoets of the atioal/fab cost base ad will iclude bidig performace targets cosistet with the Commuity-wide performace targets. 4. Criteria to assess whether the atioal/fab targets are cosistet with the Commuity-wide performace targets durig the referece period ad to support alert mechaisms. 5. Geeral priciples for the settig-up by Member State(s) of the icetive scheme. 6. Priciples for the applicatio of a trasitioal mechaism ot exceedig twelve moths followig the adoptio of the implemetig rules. Skyway 52 Summer & Autum

12 FOCUS Sigle Europea Sky II A ew mechaism for settig performace targets What happes whe? Ed 2009 Ed 2011 The SES II legislative package eters i force Implemetig rules adopted by the Europea Commissio. Europea targets ad atioal/fab performace plas adopted for the first referece period 2012 Performace scheme becomes operatioal First referece period Give the tight timescale, there is a sigificat amout of work to be doe if the stakeholders, especially NSAs, are to be ready for Lik with SESAR The SES II performace scheme will cotai performace targets at Commuitywide ad at local level for the medium term ( iitially). These targets should dovetail with the log-term performace objectives for 2020 cotaied i the Master Pla prepared uder SESAR the techological pillar of the Sigle Europea Sky. To help esure that thigs ru smoothly, the Europea Commissio has ivited the Performace Review Commissio (PRC) to review local ad regioal performace plaig, cosultatio ad maagemet processes. The PRC is carryig out this task i ogoig ad ope-forum cosultatio with all stakeholders. The PRC s report will be published i October I additio, the Europea Commissio has idicated that it iteds to request the PRC s support to prepare for the implemetatio of the performace scheme. Coclusio The target-settig mechaisms of SES II, whe implemeted, will be a powerful driver for optimisig ATM performace i the Europea Uio ad associated States. The PRC is committed to helpig to esure the success of the performace scheme, i the iterests of the Europea ATM system. These mechaisms could be exteded to all EUROCONTROL States by decisio of its goverig bodies. More details o SES II are available from the Europea Commissio s website, 12

13 FOCUS Sigle Europea Sky II Reewed focus o safety The SES II regulatory package idetifies the eed to maitai ad further improve safety levels withi Europea airspace, i the face of capacity cocers, cogestio ad the itroductio of ew techologies. Martie Blaize, Head of Performace ad Methods, Cetre of Expertise, CND, ad Jua Vazquez Saz, Head of the Safety Regulatio Uit, explai how. The safety pillar of SES II provides for the extesio of the role of the Europea Aviatio Safety Agecy (EASA) to ecompass safety i all aviatio sectors, icludig airports ad ATM/ ANS safety i a total aviatio system approach. EASA will become as a result the body resposible for all aviatio-safety-regulatory aspects withi the EU (ad other EASA States ). As per the Commuity istitutioal system (subsidiarity priciple), implemetatio of Commuity law will primarily be the resposibility of the Member States. Typical safety regulatory roles EASA s ew resposibilities i the field of ATM/ANS will comprise the followig areas: preparatio of the commo safety rules, i the form of Draft Implemetig Rules submitted as Opiios to the Commissio; issuace of certificatio specificatios, acceptable meas of compliace ad guidace material, albeit ot as a exclusive competecy; stadardisatio ispectios of atioal competet authorities to moitor the applicatio of the ameded EC Regulatio 216/2008 ad of its Implemetig Rules; oversight of compliace ad certificatio of pa-europea ATM/ANS providers as well as third-coutry ANS providers operatig i the EC; safety aspects related to the implemetatio of the SES regulatios by the Commissio ad by the Member States; Skyway 52 Summer & Autum

14 FOCUS Sigle Europea Sky II Reewed focus o safety i its fields of competecy, coductig fuctios ad tasks ascribed to EU Member States by applicatio of iteratioal Covetios (such as the Chicago Covetio). EASA may also develop ad fiace research i so far as it is strictly related to improvig activities i its field of competeces. Whe doig so, EASA is required to coordiate with the Europea Commissio ad Member States. Member States ad more specifically Natioal Safety Authorities 1 will cotiue to play a essetial role i esurig effective executio at atioal level of the commo safety rules established uder the EC/EASA regulatory system, maily through certificatio ad oversight tasks. EASA s key milestoes Followig the Europea legislative resolutio agreed by the Parliamet i March 2009, key milestoes have bee aouced relatig to EASA s ew competecies i the field of ATM/ANS ad aerodromes. These are as follows (see Figure 1): Iterfaces with the other SES II pillars As with all ew legislative material, there will be a eed to clarify ad iterpret the itet of the law whe developig implemetig measures. The extesio of the EASA system ito the safety regulatio of aerodromes ad ATM/ANS will call for the progressive establishmet of effective iterfaces with some other areas of the SES II package as well as with curret EURO- CONTROL safety activities. Ogoig discussios have ideed already idetified a eed to esure a smooth, progressive ad safe trasitio from existig ATM safety regulatory requiremets ad a well articulated iterface with the SES performace scheme, the SES II techical pillar, the SESAR ATM Master Pla, ad the SES airspace ad iteroperability regulatios. Safety rule-makig ad associated meas of compliace Safety regulatio is curretly achieved through the applicatio of a rage of ICAO, EUROCONTROL ad atioal requiremets, ad i the case of those Member States where Europea Commuity law applies, also by meas of the EC Regulatios icluded i the first SES package. The SES framework addresses the regulatio of all ATM/ ANS aspects beyod safety ad it is aticipated that its safety-related rules ad provisios will be progressively replaced by Implemetig Rules prepared by EASA. the publicatio of the exteded EASA Basic Regulatio, expected to take place after summer 2009 (followig Coucil approval); the delivery of the EASA Opiio o the iitial set of Implemetig Rules (IRs) for ATM/ANS, curretly plaed for 2011; the publicatio of the above IRs, required to take place by December 2012; the etry ito force of the provisios of the above IRs to follow publicatio or to be defied o a case-by-case basis. Opiios Amedmet of the basic regulatio SES II Developmet of implemetatio Preparatory work i progress EU co-decisio: adopted ToRs... draftig groups Figure 1: Ses safety pillar Key milestoes Basic Regulatio eters ito force (2012) IRs eter ito force (2012) 14

15 EUROCONTROL ESARRs 2 were developed as the meas of harmoisatio for all 44 ECAC Member States. I the EC cotext, ESARRs have ow bee trasposed through SES IRs. No ew ESARRs will be developed, although revisio of existig ESARRs cotiues to esure their full aligmet with existig EC law. EASA, if ad whe developig ew IRs i the area of ATM safety, will eed to accout for relevat safety-related provisios of SES rules ad trasposed ESARRs, such as: Commissio Regulatio (EC) 2096/2005 (Commo Requiremets) which establishes a certificatio scheme for the provisio of ANS services ad icludes provisios trasposig ESARR 3, 4 ad parts of ESARR 5 ito EC law; Commissio Regulatio (EC) 1315/2007 trasposig ESARR 1 ito EC law; Commissio Regulatio (EC) 482/2008 trasposig ESARR 6 ito EC law; EC Directives o accidet ivestigatio, safety occurrece reportig ad ATCO licesig which address the traspositio of ESARR 2 ad part of ESARR Natioal Aviatio Authorities i EASA termiology; Natioal Supervisory Authority i SES termiology. 2- EUROCONTROL Safety Regulatory Requiremets The extesio of EASA s safety regulatory role ot oly icludes the preparatio of IRs but also the issuig of the ecessary acceptable meas of compliace, certificatio specificatios ad guidace material i the field of ATM/ANS safety. EUROCONTROL ESARRs were developed as the meas of harmoisatio for all 44 ECAC Member States Orgaisatios such as EUROCONTROL ad EUROCAE have produced ad are producig specificatios ad guidace material i the area of ATM safety which ca have a recogised status (such as Commuity Specificatios i SES ad Acceptable Meas of Compliace) i the EC cotext, both i the SES ad EASA regulatory frameworks. It is therefore expected that existig safety methods ad guidace material as well as those uder developmet will be used to facilitate the applicatio of safety rules withi the EC SES ad EASA systems. Safety pillar ad the SES performace scheme Followig the adoptio of the SES II legislative package, a performace scheme will be established. It will iclude EC-wide performace targets ad atioal plas or plas for fuctioal airspace blocks. The performace scheme is a key ehacemet of the origial Regulatio (EC) No. 549/2004 (Framework Regulatio) ad will become a core part of the SES framework, while EASA, govered by Regulatio (EC) No. 216/2008 (EASA Basic Regulatio), will deal with safety regulatory matters followig the extesio of its competecies to ATM/ANS. Iterfaces will eed cosideratio, particularly as regards: the developmet of Implemetig Rules for the settig of safety performace targets; iterdepedecies betwee key performace areas/targets/idicators, icludig evaluatio of safety impact of o-safety-related targets; criteria to esure the cosistecy of atioal safety targets with Europea safety targets. Whe describig the performace scheme, the SES II provisios make clear that safety performace forms part of it. A umber of aspects will therefore have to be cosidered as regards the implemetatio of the scheme as regards safety, with EASA ad Natioal Supervisory Authorities Skyway 52 Summer & Autum

16 FOCUS Sigle Europea Sky II Reewed focus o safety Idea ATM eeds Gather ad assess ATM performace eeds Safety Regulatory System (NSA/EC/EASA/SRC) Scope V0 V1 V2 V3 V4 V5 Scope operatioal cocept ad develop validatio plas Focus of SESAR JU V&V Stadards Feasibility Iteratively develop ad evaluate cocept Itegratio Build, cosolidate ad test Figure 2: Safety ad ATM lifecycle (NSAs) beig associated with all the relevat safety activities. The results of the work coducted so far o key performace idicators i the cotext of SAFREP are expected to be preseted at the ext EUROCONTROL Provisioal Coucil meetig i December This work may provide a relevat iput to the developmet of safety performace targets withi SES II. The safety part of the performace scheme could also provide a idepedet check that achieved safety levels are maitaied ad where possible icreased, i.e. that the overall safety outcome from the set of safety rules, oversight ad certificatio, ANS provisio, aerodromes ad air operatio arragemets does ot decrease, ad if possible improves. Pre-pps Idustrialisatio ad approval Trasitio criteria Trasitio criteria Trasitio criteria System Safety Assurace Evidece collected Safety case Implemeted cocept Regulatios Certificatio Operatioal Implemetatio Safety pillar ad the SESAR ATM Master Pla Over recet years, there has bee a growig awareess withi the aviatio commuity at large that the results of research ad developmet could be more effectively used, otably to steer idustrial improvemets, to support decisio-makig ad to cotribute validated iputs to the developmet of specificatios, iteratioal ad Europea stadards ad eve rules such as SES Implemetig Rules. Clearly, the SESAR Defiitio Phase helped a lot i further raisig such awareess. To be able to meet these more explicit expectatios, R&D must be structured i a way which ot oly delivers mature specificatios for techical ad operatioal improvemets, but also provides robust justificatios ad evidece that such techical ad operatioal improvemets have bee desiged ad specified as fit-for-purpose. Oe of the roles of the SESAR ATM Master Pla is to stregthe ad where ecessary itroduce a performace-drive approach to the future Europea ATM system, both at system developmet ad operatios level. Fitess-for-purpose is therefore ofte further qualified i that cotext i terms of performace criteria. Sice safety is oe of the performace drivers of the SESAR ATM cocept, the operatioal ad techical specificatios 3 which will result from the SESAR Developmet Phase will eed to have bee assessed as safe i priciple, or safe by desig by the SESAR JU. The performace maagemet scheme adopted i SESAR relies o the applicatio of a lifecycle-based approach for the developmet ad Oe of the roles of the SESAR ATM Master Pla is to stregthe ad itroduce a performacedrive approach to the future Europea ATM system applicatio of ATM chages. (see Figure 2), adoptig a approach based o E-OCVM 4. The E-OCVM provides a lifecycle model that maps developmet ad 3- Ofte i the form of OSED, SPR ad INTEROP documets as per the termiology used i EUROCAE ED78A. 4- The Europea Operatioal Cocept Validatio Methodology provides a framework for validatio, edorsed by the Europea Commissio ad EUROCONTROL ad madatory for all Europea collaborative ATM R&D projects. 16

17 evidece-gatherig oto a set of lifecycle stages from desig owards (V0 to V6) with, i particular, clear criteria for safety maturity. Mappig safetyassurace activities, drive by a safety argumet based o the system lifecycle, to the phases of the E-OCVM provides a meas to justify the safety of the SESAR cocept of operatios ad implemetatio packages with a level of rigour commesurate with each stage of the lifecycle. It is aticipated that the early stages will cocetrate o the safety implicatios of the cocept based o the operatioal services ad eviromet defiitio (OSED). As work progresses towards deploymet ad operatio, work will refocus o system developmet issues, while takig accout of safety questios arisig durig the cocept work. SES II does ot require ay explicit safety regulatory ivolvemet i overseeig the early stages of the ATM lifecycle, such as the R&D activities coducted uder the umbrella of the SESAR ATM Master Pla. However, o-oe ow questios the eed for a early safety regulatory ivolvemet i the SESAR activities. The mai objectives are to allow the relevat safety authorities, which will have the ultimate resposibility of approvig the implemetatio of ew ANS/ATM developmets, to be aware of ogoig developmets, to cofirm that the validatio ad safety activities beig coducted durig the ATM lifecycle will be sufficiet from a safety regulatory perspective, ad to aticipate potetial safety regulatory issues early eough. Discussios are ogoig to establish such a safety regulatory iterface, ivolvig EASA ad NSAs coordiatig their views, at least to start with, through the EUROCONTROL Safety Regulatio Commissio (SRC). Overall, the establishmet of a effective safety regulatory iterface is essetial to maximise the chaces of R&D results beig give some credit whe safety authorities exercise their approval ad certificatio resposibilities at the time of implemetatio. SES airspace ad iteroperability regulatios The specificatios produced by the SESAR JU to support the deploymet of the SESAR ATM cocept ad implemetatio packages will represet a essetial cotributio ad foudatio to the subsequet productio of iteratioal ad Europea Stadards, as well as SES Commuity Specificatios ad Implemetig Rules, whe deemed ecessary. The way ahead More geerally, the SES II icludes several ATM regulatory fuctios such as (although ot exclusively) iteroperability ad the maagemet of air traffic flows ad airspace. All these areas cotai safety aspects which eed to be properly addressed. Therefore, whe regulatig o these subjects, Member States ad the Commissio, techically supported by EUROCONTROL, will eed to esure proper coverage of such safety aspects by meas of appropriate coordiatio with atioal safety authorities, the military ad EASA. I some cases, a eed for some form of operatioal moitorig, ofte i real time ad idepedet from service provisio will also be required to moitor cotiuous compliace with required equipage ad agreed iteroperability specificatios, ad to detect aomalies which have the potetial to affect the performace of the Europea ATM etwork. Sice this data will primarily meet operatioal eeds, it is expected that this activity would be coducted idepedetly of the safety authorities but that the data collected would cotribute useful iputs to the safety regulatory system. The implemetatio of the safety pillar of SES II will eed cooperative work with all relevat parties over the comig period, so as to esure a smooth ad safe trasitio from existig ATM safety regulatory requiremets, a well articulated iterface with the SES performace scheme, the airspace ad iteroperability regulatios, as well as with the techical pillar of SES II, the SESAR ATM Master Pla. EUROCONTROL has, over recet years, gaied experiece i ATM safety regulatio ad maagemet ad i performace reviews, as well as providig techical support to the implemetatio of the Sigle Europea Sky. EUROCONTROL will therefore cotribute its expertise ad experiece i order to respod to the eeds of the Europea Commissio, EASA, States, icludig the military, ad Natioal Safety Authorities. Last but ot least, the NSAs will have a essetial part to play i this, cosiderig the evolutio of their role uder SES II. I that sese, the recet decisio by the Sigle Sky Committee to establish a NSA platform to coordiate ad cotribute to SES implemetatio is a sigificat step forward. Skyway 52 Summer & Autum

18 FOCUS SESAR: the future ATM system The readers of Skyway have bee able to follow the geesis ad progress of SESAR o a regular basis, i particular durig the Defiitio Phase ad the iitial steps of the SESAR Joit Udertakig (SJU). Bo Redebor, Pricipal Director Cooperative Network Desig (CND), takes a wider look at SESAR i the cotext of SES II. SESAR a historic pillar of SES O 22 July 2004, Ms Loyola de Palacio, Commissioer for Trasport, lauched the SESAM iitiative (as it was called at the time) ad preseted it as the techological arm of the Sigle Europea Sky (SES) legislative framework package which had just bee approved. Followig the successful completio of the Defiitio Phase of SESAR i May 2008 ad the evolutio of SES ito the secod package, it is importat to otice the cotiuous political support sought ad successfully obtaied by the Europea Commissio for the establishmet of a Sigle Europea Sky. Europea Commissioer Barrot ad Trasport Commissioer Tajai have each moved the iitiative alog further, otably by allowig the establishmet of the SESAR Joit Udertakig ad by makig SESAR oe of the four pillars of SES II. The recogitio of the importace of SESAR is also visible through the cotiuous support of the aviatio idus- try as a whole, i particular through their work durig the Defiitio Phase ad their commitmet to the Developmet Phase, the latter i spite of the challeges brought by the curret ecoomic crisis for loger-term ivestmets. It is also worth observig that SES II brigs uder the same roof, ad i additio to a clear Europea regulatory framework, the various igrediets recogised durig the SESAR Defiitio Phase as essetial for eablig the success of the iitiative ad the achievemets of the log-term performace goals for the Europea ATM system, otably a sigle legal framework, a commo performace framework that also addresses the busiess aspects, the cosideratio of the airport ifrastructure capacity as a itegral part of the ATM problem, ad the efficiecy of service provisio through FABs. SESAR is alive Milestoe evets recetly occurred o the political scee. The first of these is the edorsemet of the Europea ATM Master Pla by the EU Trasport Coucil. This is both a achievemet ad the start of a ew era: it represets the formal recogitio of the ATM Master Pla work carried out durig the Defiitio Phase, ad a ew cofiguratio of Europea plaig; the SJU Admiistrative Board will ow be the body that approves chages to the Master Pla. I order to do so, it will, through its foudig members (the Europea Commuity ad EURO- CONTROL) cosult the States of the EU as well as the additioal member States of EUROCONTROL, esurig a full pa-europea perspective. It will also cosider the views of the other members of the Board, i particular the airspace users who have direct votig rights, ad, as a specific costructio, the commuity of the stakeholders who operate the system (airspace users, airports, ANSPs, staff associatios), who collectively ca veto proposed chages. The secod evet was the sigature of the agreemets likig the SJU ad its members, thereby lauchig the cooperative techical activities. Two of these agreemets relate to the EU- ROCONTROL cotributio. They were siged by the Director Geeral who was give the madate to do so followig the uaimous decisio of the EUROCONTROL Provisioal Coucil ad Permaet Commissio, givig cocrete form to the commitmet of the Orgaisatio to SESAR. The agreemet describes the cotributio to the Developmet Phase ad SJU Work Programme. The cotributio, a itegral part of the Agecy budget with o additioal cost to the airspace users, will amout to aroud 18

19 Strategic Guidace i Support of the Executio of the Europea ATM Master Pla I order to support the air avigatio commuity i executig the Europea ATM Master Pla, EUROCONTROL published i May of this year strategic guidace describig how the Agecy, through its activities, will reach the targets set out i the Master Pla. 700 millio durig the lifetime of the SJU, i.e. util the ed of EUROCONTROL s cotributio is broke dow as follows: The majority of the cotributio is ikid ( 535 millio), maily takig ito accout the efforts of the Agecy staff who will itervee as team members or project maagers i the various techical work packages ad projects of the SJU Work Programme, workig i partership with the teams of the other SJU members. The i-kid cotributio also icludes resources to sub-cotract additioal studies, ad/ or specific developmets of R&D tools ad istrumets requirig specialised skills ot available to the other members. It also icludes a sigificat cotributio to the overall Programme maagemet through a dedicated team supportig the SJU o the SJU premises. The other part of the cotributio ( 165 millio) is a cash cotributio ad will be used for several purposes: to allow the direct co-fiacig by the SJU of the cotributio of its members to several work packages, i particular those dealig with etwork operatios ad a umber of topics trasversal to the ATM system; for the Agecy to place cotracts o behalf of SJU to esure the active participatio of airspace users, staff associatios ad the military i the SJU projects ad to co-fiace the work packages related to airlie operatios systems ad log-term ad iovative research. The latter will be through research projects ad etworks that will facilitate the ivolvemet of academia ad SMEs i the programme. The Agecy will also cotribute to SJU ruig costs. The sigle commo referece for the future of ATM i Europe is ow the Europea ATM Master Pla. The Strategic Guidace i Support of the Executio of the Europea ATM Master Pla was developed i order to provide a cosistet baselie ad esure that all EUROCONTROL activities are aliged ad cosistet with the Pla. The documet also replaces the EUROCONTROL ATM strategies that had bee developed i the past for various subjects. It provides the ratioale behid the Europea ATM Master Pla iformatio ad is described from four complemetary perspectives of the ATM system: performace, etwork, iformatio maagemet ad ifrastructure, ad guidace o deploymet. I particular, it describes how the phased delivery of operatioal improvemets see from the etwork perspective will exploit the evolvig capabilities described i the areas of ifrastructure ad iformatio maagemet i order to deliver ATM operatioal services i lie with the performace requiremets. It is a livig documet ad will be updated to reflect ay future agreed chages to the Europea ATM Master Pla. SESAR impact o Agecy activities SESAR has already had a major impact o the Agecy, startig right from the early days of the Defiitio Phase. The impact of SES ad SESAR o work orgaisatio culmiated i the recet reorgaisatio, resultig i the establishmet of CND Cooperative Network Desig specifically desiged to provide the most trasparet ad direct support to SES ad SESAR activities through two of its programme pillars. I additio, the participatio i the SJU projects will result i sigificat chages i workig practices, i particular a icreased partership with the members of the SJU. I this evolvig cotext, EURO- CONTROL has take a sigificat step towards full aligmet of its activities with the Europea ATM Master Pla. This has required a geeral icreased focus o partership ad trasparecy i hadlig activities, rather tha a chage i techical orietatio. The aim is overall cosistecy ad sychroisatio of iformatio, capitalisig o the efforts deployed durig the Defiitio Phase, which are quite simply eeded eve more ow i the Developmet Phase. With the Air Navigatio Services Board, the Stakeholder Cosultatio Group (SCG) ad the ewly created CND Supervisory Board, tools are ow available to the etire ATM commuity to esure that they are fully ivolved i helpig the Agecy to deliver its best possible cotributio to SES ad SESAR. Coclusio EUROCONTROL is fully uited behid the delivery of the Europea ATM Master Pla ad our aim is to help our members ad stakeholders to be likewise uited. With the agreemets ow siged ad the projects beig iitiated, the SESAR Developmet Phase is ow eterig its productive phase. The sigs are there all parters are kee to deliver the studies, validatio ad experimets which will eable the decisios to be made o the ext implemetatio steps ad improve the performace of the Europea ATM system. Skyway 52 Summer & Autum

20 FOCUS Reducig aviatio s evirometal impact Busiess ad regulatory drivers i ATM I December 2009 the Uited Natios Framework Covetio o Climate Chage will meet i Copehage to attempt to agree o a post-2012 successor to the Kyoto Protocol. At this poit obody kows for sure what solutios may be reached; greater emissios cuts seem certai but by whom, where ad how much are still to be argued out. Oe thig however does seem certai; aviatio is likely to be a part of ay agreemet that is reached. Adrew Watt, Head of Eviromet (CND), reports. Producig just 2-3% of global CO 2 emissios up util ow, aviatio has bee relatively free from climate chage regulatio. However, that is certaily chagig will mark aviatio s iclusio i the Europea Emissios Tradig Scheme (EU ETS), followig the etry ito force of the relevat directive this year. This meas that the CO 2 emissios which aviatio is allowed to produce will be capped at the average of levels, ad airlies will be issued permits for their share withi it. Ay aircraft operator uable to meet its target will have to buy a uused permit from aother operator or aother idustry. The emissios cap will the be lowered over time to decrease emissios further. Market-based policies such as the ETS are likely to become icreasigly commo o a global scale. However, aother essetial tool for mitigatig aviatio s evirometal impacts is the Sigle Europea Sky (SES). It was origially coceived i 1999 to deal with growig delay ad cogestio (though cocers about the evirometal impacts of icreased demad were already beig voiced at this time). This led to the SES l package, which was adopted i 2004, with its key objectives of addressig e-route cogestio ad delay, as well as safety issues. The successor to this, the SES II package, was adopted by the Europea Parliamet ad the Coucil at the ed of SES ll is based o four pillars, coverig performace, safety, techology ad groud capacity, ad is expected to place greater emphasis o evirometal issues ad efficiecy, brigig ew focus o the sustaiability of aviatio; a goal that ivolves ot just tech- 20

21 ological advaces towards cleaer airframes ad sustaiable fuels but also ATC, airport ad aircraft operators workig together to improve the efficiecy ad miimise the evirometal impact of operatios by providig safe, ecoomically efficiet ad evirometally friedly routes, approaches ad departures. So, how ca this be doe? SES II sets out some clear ideas. A key recommedatio is to fly more efficiet routes a measure that SES ll estimates could save early 5 millio toes of CO 2 per year. It is obvious that the most efficiet route to fly would be as the crow directly from airport A to airport B with o deviatio or detours. Ufortuately, at preset, this is rarely possible. Complex airspace arragemets, iteratioal boudaries ad the ecessity for military zoes all mea that aircraft fly, o average, 49 km loger tha the shortest direct route 1. Several measures are foresee to tackle this. A early step i this directio was EU- ROCONTROL, CANSO ad IATA s joit lauch of the Flight Efficiecy Pla at the ed of Aimed at cuttig fuel cosumptio by 470,000 toes a year, the measures proposed by the pla address airspace desig ad utilisatio i a effort to decrease route legth ad use the available airspace more efficietly. Oe of the proposed tools for achievig this is flexible use of airspace A key recommedatio is to fly more efficiet routes a measure that SES ll estimates could save early 5 millio toes of CO 2 per year (FUA), a prove cocept which opes up military airspace for civilia use, ad whose uptake will be improved uder this pla. The move towards fuctioal airspace blocks (FABs) will further facilitate efficiecy gais, with the SES ll roadmap makig a strog call for commitmet to the iitiative from both Member States ad air avigatio service providers (ANSPs). This could also have associated ecoomic beefits, reducig duplicatio of systems ad promotig iteroperability. However, issues such as how to fly the most direct routes whe crossig multiple FABs will eed to be addressed. Crucial to the implemetatio of may of the operatioal ad collaborative measures proposed for evirometal mitigatio is awareess ad traiig of operatioal staff at ANSPs ad airports. A Commuity Air Traffic Cotroller Licese was itroduced as a complemet to the SES l package i 2004, based o commo core cotet developed by EUROCONTROL. It is ow becomig importat to esure that its cotet is updated to reflect growig evirometal cocers. SES ll calls for the itroductio of a etwork maager fuctio, presumably lookig at what is best for the etwork as a whole. This will ecessarily mea addressig evirometal impacts, though without compromisig performace. This is where the SESAR busiess trajectory cocept becomes crucial, esurig that all aspects of a missio are optimised prior to ad durig a flight. However, as well as operatioal improvemets, ehaced egie ad airframe techology that reduces impact is also essetial. The Clea Sky Joit Techology Iitiative, oe of the largest ever Europea research projects, aims to haste such techological breakthroughs ad decrease the timescales for their implemetatio. Ad of course, the fastgrowig potetial of aviatio biofuels is worth moitorig closely as a techological solutio. SES ll s fourth pillar cocetrates o groud operatios, specifically icreasig capacity at airports without compromisig evirometal performace. Some curret iefficiecies i the etwork result from lack of coordiatio of airport slots ad flight plas. This ca lead to aircraft holdig, therefore burig fuel ad releasig emissios, if they arrive too early or too late for their desigated slot. Optimisatio of operatios at ad i the 1- EUROCONTROL Performace Review Report 2008 Skyway 52 Summer & Autum

22 FOCUS Reducig aviatio s evirometal impact Busiess ad regulatory drivers i ATM viciity of airports to tackle these iefficiecies is aother aim of the Flight Efficiecy Pla. Greater coordiatio, or flexibility, could lead to big reductios i emissios ad oise. The formatio of the EU Airport Observatory, although ot specifically tasked with addressig evirometal issues, will provide a pa-europea forum for tacklig the associated trade-offs. The recet adoptio of the ACI EUROPE Airport Carbo Accreditatio (ACA) scheme shows the commitmet of airport operators to volutarily drive dow emissios. At least 30 Europea airport groups ad idividual airports are already participatig. However, with up to 75% of a airport s emissios outside its direct cotrol, emissios reductios will ecessarily ivolve multiple aviatio parters workig i partership through strategic processes such as Collaborative Evirometal Maagemet ad Collaborative Decisio-Makig. Iroically, as aircraft become quieter, may airports are reportig icreases i oise complaits. There are may reasos behid this tred, such as icreases i traffic at a airport, attitudes of local commuities, or suboptimal track-keepig. Iefficiecies i the etwork ot oly produce additioal emissios, they ca also lead to uecessary oise, ad particularly at airports, reduced local air quality. The efficiecy measures proposed by SES II should have a beeficial impact o oise ad air pollutio, though i geeral issues such as these are ofte regulated locally as situatios ad circumstaces ca vary sigificatly from airport to airport. However, maily owig to the implicatios of icreased traffic ad delays i ew ifrastructure, metio is made by SES II of stregtheig rules o oise at Europea Uio airports. As well as the regulatory measures proposed by SES II, it is likely that marketbased measures will become icreasigly importat o a Europea ad evetually a global scale. As previously metioed, 2012 will mark aviatio s iclusio i the Europea Emissios Tradig Scheme (EU ETS). It is estimated that this will reduce demad by aroud 1 millio departures per year or 5% by Some States i the USA operate a similar scheme for the eergy sector ad judgig by Presidet Obama s stace o evirometal issues so far, it is likely that a cap ad trade scheme could be rolled out across the etire US i the ottoo-distat future. It should ot be overlooked that the US Evirometal Protectio Agecy (EPA) recetly declared CO 2 a major hazard to huma health. This ow gives it the power to regulate it, possibly by usig the Clea Air Act to eforce the reductio of emissios from the use of fossil fuels. However, the biggest potetial regulatory shake-up for the idustry is udoubtedly the successor to the Kyoto Protocol. So, what is that likely to imply for aviatio? Well, with eve some idustry members themselves pushig 2012 will mark aviatio s iclusio i the Europea Emissios Tradig Scheme. It is estimated that this will reduce demad by aroud 1 millio departures per year or 5% by 2030 for aviatio s iclusio i ay deal, it is a pretty safe bet that ew regulatio will be developed to esure that the States commitmets are met. The Group o Iteratioal Aviatio ad Climate Chage s recet report poits the way for the positio to be take by ICAO at Copehage, to be agreed at a High-Level Meetig of Cotractig States i October. Whatever the outcome, ANSPs, airspace users ad airport operators must work together to pla the best possible route that meets the missio ad emissio requiremets. But of course, CO 2 is ot the oly pollutat caused by aircraft ad there is icreasig pressure o regulators to deal with itrous oxide (NOx) emissios if a soud scietific basis for this ca be established. Some Europea airports are already regulated for NOx ad a legislative proposal thereo is shortly expected from the Europea Commissio although it is ulikely that cruise NOx would be cosidered at this stage. Perhaps the most cotroversial evirometal impact of aviatio is cotrails ad the cirrus clouds they ca produce, which the scietific commuity is icreasigly coviced have a similar warmig effect to CO 2. This may lead to growig pressure for 22

23 FOCUS actio uder the precautioary priciple. If so, ATM is i the frot lie. The issues of NOx ad cotrails demostrate that the idustry caot afford to sit back ad assume that CO 2, local air quality ad oise are its oly evirometal problems. It seems certai that the way the evirometal impact of our idustry is regulated is set to chage sigificatly i the comig years. Measures such as the ETS, which already ecompasses a rage of idustries, or NOx regulatios may ot be directly targeted at ATM but evertheless have a impact o it. However, SES II is a body of legislatio o ATM aloe ad ow cotais more extesive evirometal measures. This reflects the shift i public attitude to evirometal protectio i geeral, ackowledged i the EU s push for a sustaiable trasport policy. Despite the ecoomic dowtur, the evirometal issue has ot disappeared. We ca expect, therefore, to experiece cotiued regulatory pressure to drive dow our idustry s evirometal impact. As far as ATM is cocered, SES ll may be oly the start. SES II will itroduce ew efficiecies ito the etwork, desiged, amogst other thigs, to shorte route legths ad improve slot coordiatio. However, who is to say that, as a result of decisios take at Copehage i December, further evirometal regulatio o ATM ca be excluded. Skyway 52 Summer & Autum

24 FOCUS Harmoised efforts for Sigle Europea Sky implemetatio The Europea Commissio ad EUROCONTROL are workig together to achieve the Sigle Europea Sky (SES) targets of restructurig airspace as a fuctio of air traffic flows, creatig additioal capacity ad icreasig the efficiecy of the Europea air traffic maagemet (ATM) system. EUROCONTROL s expertise is a key cotributor to both the regulatory ad the operatioal/techological dimesios of the SES. The Europea Commissio has asked the Agecy to provide techical support, draft implemetig rules ad assist i the implemetatio of the Sigle Europea Sky. The Agecy s CND (Cooperative Network Desig) SES Implemetatio Pillar, i close cooperatio with other CND pillars, has bee resposible for activities i this area sice Jauary Dimitris Apsouris, Pricipal Maager SES Implemetatio Support (CND), explais. 24

25 New approaches to match the chagig ATM cotext For over a decade, EUROCONTROL has cotributed to the developmet ad harmoisatio of Europea ATM ifrastructure ad the itegratio of ATM systems through a cosistet ad wellcoordiated implemetatio plaig ad moitorig process. Buildig o SES I But ow, the chagig cotext of Europea ATM, most otably the secod Sigle Europea Sky package (SES II) ad the Sigle Europea Sky ATM Research Programme (SESAR), is creatig a ew framework for harmoisig efforts o ESSIP/LSSIP reportig Figure 1 LSSIP moitorig & reportig Cotributio to the Europea ATM Master Pla maiteace Sigle Europea Sky implemetatio. Buildig o the performace scheme i SES I, the secod package icludes a ew mechaism for settig targets i the key performace areas of safety, capacity, cost-effectiveess ad evirometal efficiecy. Aother dimesio which is becomig icreasigly importat is the plaig of implemetatio actios which eed to be agreed o a pa-europea level as opposed to regioal/local levels. Figure 1 shows the iteractive processes eeded to deliver a harmoised implemetatio of the ATM Master Pla which, as produced by the SESAR Defiitio Phase ad ow edorsed by the Europea Coucil, has become the commo referece for all Europea ATM stakeholders. Europea ATM Master Pla (D5) IP1 refiemet process (Revised cotet + deploymet characteristics) SES legislatio ESSIP active objectives ESSIP outlie descriptios Maturity approval ESSIP draft objectives Direct implemetatio by stakeholders (LSSIP) Commitmet decisio Itese cosultatio with stakeholders suggested that a performace-based implemetatio could be delivered via a reewed Europea Sigle Sky Implemetatio Pla (ESSIP) mechaism mirrored at atioal level by the Local Sigle Europea Sky Implemetatio Plas (LSSIPs). This would play a large part i assistig idividual States i their efforts to meet their objectives ad atioal performace targets. This reewed mechaism specifically meets the eed to: lik the Europea implemetatio pla with the ATM Master Pla ad decide which elemets are mature for actual implemetatio by stakeholders; better itegrate all aspects of Europea plaig, moitorig ad reportig i oe sigle process that addresses both the timely implemetatio of the ATM Master Pla ad compliace with SES legislatio; clarify commitmet procedures for all stakeholders to esure effective implemetatio of the first SESAR Implemetatio Package (IP1); promote liks betwee Europea implemetatio decisios ad idividual stakeholders busiess plas; close the loop betwee implemetatio reportig ad implemetatio plaig by buildig o lessos leart ad agreeig with stakeholders o corrective actios where relevat; develop a adequate iterface with the plaig process, icludig the maiteace of the ATM Master Pla. Skyway 52 Summer & Autum

26 FOCUS Harmoised efforts for Sigle Europea Sky implemetatio The ESSIP explicitly sets out operatioal, techical ad istitutioal improvemets that have to be applied to the Europea ATM etwork to meet clearly defied performace targets. Idividual implemetatio objectives describe the type of chage to be applied ad each objective is the divided ito a umber of Stakeholder Lies of Actio (SLoAs) detailig the work which must be completed by each stakeholder group ivolved. Providig the meas for regioal plaig It is these SLoAs that defie local implemetatio plas, LSSIPs, ad therefore eable effective regioal/ local plaig, moitorig ad reportig o the progress of local actios. There is oe for each State, cotaiig the detailed atioal plas ad local implemetatio actios required to achieve the objectives ad atioal performace targets. I 2008, LSSIP documets coverig all ECAC States (44 i total) were produced for the plaig period. Moreover, for the first time ever, a SES Aual Report Eurocotrol report o the SES Legislatio Implemetatio coverig the period July 2007 December 2008 was produced for the Europea Commissio through the LSSIP mechaism. Moitorig results The LSSIP plas are ow successfully providig the core elemet of the stakeholders busiess plas, associatig stakeholders ivestmet plas with SES/ SESAR implemetatio. The ESSIP ad LSSIPs are updated ad re-issued each year as part of a cotiuous performace plaig process, reflectig the evolutio of air traffic demad ad the actual performace gais made i the previous year. EUROCONTROL supportig the Implemetatio process EUROCONTROL is ot oly ivolved i maagig the ESSIP/LSSIP plaig, moitorig ad reportig process, but also i supportig stakeholders i meetig their E/LSSIP objectives by idetifyig weak areas, issuig ad maitaiig guidace material, holdig workshops, traiig courses ad supportig stakeholders with implemetatio. The hads-o support Plaig ad moitorig E/LSSIP Cosolidated requiremets Guidace material Traiig/Awareess toolboxes Sustaiability ad improvemet activity is addressig the eeds of idividual stakeholders ad/or groups of stakeholders ad is workig with them to implemet specific domais. The umber of these implemetatio support agreemets (betwee a Member State ad the Agecy) icreased by 13% i 2008 compared to a year earlier. Assistig States ad other actors EUROCONTROL s Assistace for Sigle Europea Sky Implemetatio to Stakeholders (ASSIST) programme supports States i streamliig ad restructurig civil aviatio policy. Natioal Supervisory Authorities (NSAs) have become a importat istitutioal elemet of the Sigle Europea Sky by lookig after the supervisio of the regulatory framework i all Member States. NSAs will gai ew tasks followig the etry ito force of SES II, most otably draftig atioal Likig LSSIP to busiess plas Assess key performace areas Figure 2: Stakeholder implemetatio support busiess model performace targets ad preparig for the formal establishmet of fuctioal airspace blocks (FABs). 26

27 A LSSIP workshop took place at EUROCONTROL Headquarters i Brussels o 3-4 Jue Brigig together over 80 participats from stakeholder groups icludig air avigatio service providers ad Natioal Supervisory Authorities, it provided a review of the 2008 LSSIP process ad discussio o how to improve it goig forward. Breakout sessios were orgaised aroud four key themes: likig the LSSIP ad the stakeholders busiess plas, ehacig web access to the LSSIP tools, empowerig the LSSIP focal poits ad improvig the quality of the LSSIP iformatio collected. Coclusios were overwhelmigly positive, both about reportig o the ESSIP/LSSIP process ad the workshop itself, with a strog desire to see aother workshop i NSAs will gai ew tasks followig the etry ito force of SES II, most otably draftig atioal performace targets ad preparig for the formal establishmet of fuctioal airspace blocks This ehaced role will represet a challege for some NSAs already short o resources. Therefore, EU- ROCONTROL s work, otably i the sharig of best practice ad delivery of guidace material o NSA issues, traiig, ad poolig of resources is set to become more importat tha ever. Meawhile, service providers are beig supported through EURO- CONTROL Implemetatio Support (EIS) activities. The Agecy is workig with providers o the implemetatio of their E/LSSIP objectives i a umber of diverse areas, as per the required operatioal improvemets associated with SESAR deploymet. EUROCONTROL s approach to implemetatio support is cosistet with the LSSIP implemetatio plas ad is always provided i a proactive way to maximise syergies across all the Agecy s implemetatio activities ad programmes. a successful workig relatioship SES implemetatio stads out as a importat example of the close workig relatioship betwee EU- ROCONTROL ad the Europea Commuity, oe with the commo goal of buildig a sigle, safe, efficiet ad evirometally friedly Europea sky. The Europea ATM regulatory eviromet has udergoe importat chages i recet years ad this is set to accelerate with SES II due to come ito force this autum. The ew regulatios, performace targets ad istitutioal arragemets make it crucial for all stakeholders to actively egage at every stage of the implemetatio process. The E/LSSIP mechaisms are part of this chage ad are ow the mai meas available to the Europea aviatio commuity to eable cosesus decisios which result i sychroised implemetatio actios. These mechaisms ot oly facilitate the tasks of stakeholders by avoidig double reportig, but also provide a clear tagible lik betwee shortterm implemetatio actios ad log-term SES ad SESAR objectives. Close cooperatio with the Europea Commissio is also eablig the efficiet utilisatio of the Agecy s expertise i the provisio of hadso support to facilitate SES/SESAR implemetatio for stakeholders. Skyway 52 Summer & Autum

28 INTERVIEW Daiel Calleja Director of Air Trasport, Europea Commissio Ca you please outlie the key threads of the Sigle Europea Sky secod package? The ew Sigle Europea Sky proposals costitute a geuie package, with four pillars to drive the performace of the air traffic maagemet system. The first pillar stregthes the existig Sigle Europea Sky legislatio to deliver performace ad effectively tackle evirometal challeges. Three key measures will deliver the performace of the Sigle Sky. Firstly, a performace regulatory scheme will establish cocrete ad bidig targets for air avigatio service providers ad for the etwork maager s operatioal activities. The scheme will set targets for safety, the eviromet, capacity ad cost-efficiecy. Before the ed of the year, the Commissio will propose a implemetig rule elaboratig this performace regulatory scheme. Secodly, fuctioal airspace blocks, for ehaced cooperatio or itegratio at regioal level, are the vehicle for achievig the performace targets. The deadlie for the implemetatio of fuctioal airspace blocks is set at three years after the publicatio of the Regulatio, hece mid This coicides with the start of the first performace cycle. You ow see why we view performace ad fuctioal airspace blocks as two sides of the same coi. The third measure is etwork maagemet. Sice performace will require eve stroger coordiatio of cetral fuctios to assist regioal providers, the Europea Sigle Sky will stregthe the etwork maagemet fuctios. This brigs us to the secod pillar of the aviatio package: safety. We eed to brig together all the liks i the aviatio safety chai uder a sigle logical ad uiform approach. That is why the competece of the Europea Aviatio Safety Agecy (EASA) will be exteded to aerodrome operatios ad air traffic maagemet. The value added of such a total system approach is also that EASA will be able to focus o the weakest liks ad the iterfaces of the safety chai, or o systemic risks. The third pillar is future techology, which will eable the service providers ad airspace users to take the techological leap. The SESAR (Sigle Europea Sky ATM Research) programme is to provide future techology i a coordiated maer by poolig the hitherto fragmeted research efforts ad esurig sychroised deploymet. Oly such a coordiated approach ca maximise beefits at miimal cost. Fially, the fourth pillar is the actio pla for airport capacity, efficiecy ad safety. Airports are etry ad exit poits of the air traffic maagemet system ad eed to be a itegral part of our approach. We are very aware that progress withi the four pillars will rely o the expertise of aviatio sector professioals. That is why there is a overarchig priciple commo to the four pillars: the huma factor. Staff will be closely ivolved i every step we take. Their competeces should be guarateed i order to allow them to cotiue workig at the highest professioal stadards, ad also o the basis of soud ad reliable reportig systems. What is the mai focus with respect to the origial SES legislatio? SES II updates the first package. May evets have take place sice the adoptio of the origial legislatio. We have see the Europea Commuity elarged 28

29 to 27 Member States. The eviromet has bee put high o the political ageda. I additio, we have had four years experiece of the Sigle Sky. This has taught us that performace caot be delivered if left to the discretio of idividual Member States. But SES II is also about stregtheig the Commuity method i lie with the coclusios of the High-Level Group. The atioal level aloe is o loger the most appropriate level for dealig with etwork issues. After all, air traffic maagemet is, together with airports, the ifrastructure for aviatio, which requires strog coordiatio amogst all actors if it is to perform. That is why the focus of Sigle Sky II is more o partership with Member States ad applyig the Commuity method: systematic cosultatio of stakeholders ad more effective eforcemet of rules. What is priority umber oe i terms of timig? We have to make progress withi all of the pillars, as a package, sice they are iterrelated. Performace regulatio depeds o strog safety regulatio to esure that safety is a absolute priority. Ivestmet i SESAR depeds o success i performace regulatio, guarateeig that the cost of the ivestmet is kept to a miimum. If I had to sigle out particular issues, I would metio the implemetig rule o performace regulatio ad SESAR Implemetatio Phase I. The first sets i motio a process of performace regulatio, i which each actor eeds to kow exactly what is expected by whe. The secod determies the credibility of the SESAR programme. It is a test case for goverace structures ad will lay the foudatio for seve years of research ad developmet. Of course, i these times of severe ecoomic dowtur, our priority is to look for measures which ca alleviate the fiacial burde o the aviatio idustry. We have to look urgetly for quick implemetatio of operatioal ad cost-savig measures which are uder preparatio i the Sigle Sky framework. That is why my services are workig with airspace users, service providers ad EUROCONTROL to make a list of such alleviatio measures ad speed up implemetatio. What are the cosequeces for EUROCONTROL? EUROCONTROL s role will be sigificatly reiforced withi SES II, provided it swiftly adapts to the ew framework. As previously metioed, Sigle Sky II stregthes etwork fuctios to achieve performace. EUROCONTROL has acquired uique expertise i this domai, ad this should be used for the beefit of all. This is best doe by cosistetly applyig the basic Sigle Sky priciples: separate service provisio from oversight; make idustry resposible for operatioal tasks; stregthe govermet tasks by orgaisig oversight ad applyig performace criteria; esure trasparet fiacig mechaisms for these operatioal tasks. A reformed EUROCONTROL should be a key player i this ew regulatory ladscape. Furthermore, SESAR will mea that all research efforts are maaged as a sigle programme uder the aegis of the SESAR Joit Udertakig. EUROCONTROL, as a foudig member of the Joit Udertakig, will play a vital role. Fially, EUROCONTROL ca also play a exceptioal role i esurig a pa- Europea approach to SES II beyod the Europea Uio. We are of course fully aware of this challege. However, buildig o soud Sigle Sky priciples is what is expected ad badly eeded. Oly this will lead to the performace leap our air traffic maagemet system urgetly eeds. What are the mai challeges to the achievemet of a true Sigle Sky by 2012? Ad how ca these challeges be successfully addressed? A true Sigle Sky is a air traffic system which delivers performace for all airspace users, icludig military ad geeral aviatio: safer, greeer flights, ad adequate capacity at momets whe aircraft wat to fly at a lower cost. I fact, the whole system will become based o airspace users requiremets while at the same time esurig the highest safety levels. Thus, air traffic maagemet will be i a positio to uderpi the ecoomic ad cohesive role that aviatio plays i our moder society. Goverace is the key to success. Put airspace users i the driver s seat to express their requiremets, be it i terms of SESAR deliverables or i terms of performace plas. The, let the air traffic idustry professioals do their job to deliver. I am a strog believer i their professioalism. I have o doubt that through ehaced cooperatio ad true partership betwee all actors the Sigle Europea Sky iitiative put forward by Loyola de Palacio i 2000 will fially become a reality. Let s do it! Skyway 52 Summer & Autum

30 INTERVIEW Olivier Jakovec Director Geeral of ACI EUROPE Followig the recet lauch of Airport Carbo Accreditatio, Skyway caught up with Olivier Jakovec, to fid out more about the programme ad hear the latest update o ACI EUROPE s collaborative work with EUROCONTROL. So, tell us about Airport Carbo Accreditatio? Airport Carbo Accreditatio provides a commo framework for reportig ad reducig carbo emissios from airport operatios. For the first time, it sets stadards for the reportig of carbo emissios that are specifically adapted to the uique complexity of the airport site. Ad it is worth otig that these stadards are fully compatible with the World Busiess Coucil for Sustaiable Developmet (WBC- SD) ad the World Resources Istitute (WRI) Greehouse Gas Protocol Corporate Accoutig ad Reportig Stadards. How does it work? Airports efforts to maage ad reduce their CO 2 emissios are exterally assessed ad idepedetly recogised through four levels of accreditatio mappig, reductio, optimisatio ad eutrality. Detailed guidace documetatio sets out the requiremets for each level ad assists the airports i meetig them. Although the programme is primarily focused o emissios that are withi the full cotrol of airport operators, it also exteds to other emissios o the groud. The optimisatio ad eutrality levels ca oly be achieved if airport operators egage other stakeholders o the groud such as airlies ad groud hadlers ad implemet egagemet plas, which i tur reduce their emissios. This also allows the programme to take ito accout the participatio of airports i both of our recetly aouced collaboratios with EURO- CONTROL, icludig the implemetatio of Airport-Collaborative Decisio Makig (A-CDM) ad Cotiuous Descet Approach (CDA). Eve so, is there ot a risk of people just seeig this as ACI EUROPE accreditig its ow members? This has bee a cocer from the very begiig of the project. For this reaso, ACI EUROPE is ot admiisterig the scheme ad as such is ot awardig accreditatio levels to its members. This is doe by a leadig ad recogised cosultacy, WSP Eviromet & Eergy, o our behalf ad is subject to strict adherece to the programme s rules. O top of that, the admiistrator ad the etire programme are oversee by a idepedet Advisory Board made up of represetatives of ECAC, EUROCONTROL, the Europea Commissio, UNEP (Uited Natios Evirometal Programme) ad WWF Europe. Airport Carbo Accreditatio has also received the official patroage of EUROCONTROL ad ECAC ad I would like to take this opportuity to thak them for their uwaverig support of the scheme. 30

31 It took us two years to come up with all the desig elemets ad goverace arragemets for Airport Carbo Accreditatio. It has bee quite a itesive ad challegig task, resultig i a geuiely demadig, scietifically robust ad istitutioally-edorsed programme turig our idustry commitmet to reduce carbo emissios ito cocrete actio. Speakig of timig, has the fiacial crisis impacted o the umber of airports applyig to the scheme? Lauchig Airport Carbo Accreditatio i the midst of a uprecedeted ecoomic crisis was ever goig to be easy. Although the desig of the programme was led by our members ad critical steps were systematically approved by the ACI EUROPE Board, we had o certaity that the membership buy-i would materialise from the start. So, the fact that more tha 30 airports accoutig for 26% of Europea air traffic joied the programme at the lauch ceremoy i order to become Airport Carbo Accredited speaks volumes both about its relevace ad about the willigess of Europea airports to act. What s the reactio bee like so far? Reactio has bee very positive so far. Actually, the fact that Airport Carbo Accreditatio is happeig right ow is somethig that is appreciated ad that has helped us reiforce the gree credetials of Europea airports. I the midst of ambitious log-term aviatio idustry goals ad the persistet efforts of aircraft maufacturers, the airlies ad the ATM stakeholders, it s a bous that we ca do somethig immediate that ca iclude them too. A promiet Brussels-based jouralist paid it a very ice complimet by poitig out that it has ot bee compromised by lowest commo deomiator thikig solely i order to give broader ad immediate access. But while it is all about egagig a very diverse membership comprisig more tha 400 airports across 46 Europea coutries, it is oetheless ambitious ad calls for real ad meaigful effort. For the airport operators applyig to the scheme, Airport Carbo Accreditatio is the first real opportuity to demostrate at Europea level the extet of their evirometal activities ad get recogitio for them. For us at ACI EUROPE, it is about cocretely egagig the airport sector to play its part i addressig the impact of aviatio o climate chage, alogside airlies ad other idustry stakeholders. For the travellig public ad commuities across Europe, it is their first opportuity to see how the airport commuity is respodig to the issue of climate chage. How does this coect with the collaboratios uderway as a result of the re-lauch of the Sigle Europea Sky last year? Well, the loomig airport capacity cruch remais a serious cocer i the log term, eve with the preset crisis. Optimisig airport capacity is somethig that caot afford to be left o the backburer. Airport Carbo Accreditatio will help further icetivise iovative activities ad collaborative efficiecies at Europea airports. I the log term, we are hopeful that the EU Observatory o Airport Capacity, established as a result of SES II, will help give greater visibility to the issue of airport capacity a issue which is very much liked with the evirometal debate o aviatio ad climate chage. Airport Carbo Accreditatio ad the collaborative activities that we are egaged i with EUROCONTROL will itroduce efficiecies ito the aviatio etwork ad help us as a idustry demostrate that we have respoded resposibly ad are earig our licece to operate ad grow. What is the latest update o the work of the Observatory? As you kow, there are three workig groups dedicated to capacity, gate-togate ad itermodality respectively, so each of these subject areas is movig at differet speeds. It is still early days, but I m optimistic that the Observatory will make a positive differece i the log term. More iformatio, icludig the full list of participats, is available at: Skyway 52 Summer & Autum

32 VIEWPOINT The SESAR programme takes off 12 Jue 2009 was a historic day for the SESAR Joit Udertakig as it marked the official start of the SESAR programme. After moths of efforts devoted to creatig the Joit Udertakig ad to liaisig with the prospective members, all parties are ow fully ready to start workig together to deliver the ew Sigle Europea Sky. The SESAR Master Pla will steer the work ad the Project Support Office of the SESAR Joit Udertakig will maage ad coordiate the various work packages to esure smooth ad rapid progress. Eric Platteau, Chief of Commuicatios at the SESAR JU, tells us how. Oe ew SESAR project per day Sice the sigature of the cotracts o 12 Jue, 30 projects have already started, equallig oe ew SESAR project per day. The followig three projects are examples of these: Project GBAS Cat II/III for the developmet of satellite aircraft precisio ladig systems. Project SWIM Air-Groud Capability for the desig of the future aviatio Itraet. Project Airport Surface Datalik o Wi-Fi stadards for commuicatio betwee all actors o the groud at the airport. I total, 124 projects are due to be lauched i New SESAR compoets ad operatioal procedures will be gradually implemeted betwee 2012 ad The selectio process: a strict procedure ad itese review The last few moths have bee particularly itese for all parties ivolved. I accordace with the procedure, all offers from the 16 prospective members had to be delivered i February. This preparatory work represeted a sigificat effort o behalf of the prospective members to detail ad explai their best offer. All offers were received i good time ad validated. The SJU team members ad 16 idepedet experts aalysed all the offers, totallig more tha 1,500 pages. Several juries were established to review the offers relatig to each work package. The jury members were escoced i a Europea Commissio buildig i Brussels specially desiged for evaluatio processes. The coclusios of these juries allowed the Executive Director to propose to the SJU Admiistrative Board that agreemets be cocluded with 16 members. Board approval was obtaied o 26 March. Agreemets committig to total spedig of 1.9 billio were siged o 12 Jue with the followig compaies: AENA, Airbus, Aleia Aeroautica, the DFS, the DSNA, ENAV, EUROCONTROL, Frequetis, Hoeywell, INDRA, NATMIG, NATS (E Route) Limited, NORACON, SEAC, SELEX Sistemi Itegrati ad Thales. 16 Work Packages ad 295 projects i total Based o the ATM Master Pla developed durig the Defiitio Phase of the SESAR Programme, the Work Programme defies all projects ad activities to be udertake i the period 2008 to 2016 timeframe uder the supervisio of the SESAR JU. The Work Programme, executed i cooperatio with the 16 members, comprises 32

33 The ew SESAR team 16 work packages aimed at providig tagible results from the ATM Network R&D Programme. These packages will develop ad deliver the ecessary operatioal ad techical material (specificatios, procedures, prototypes, validatio reports, etc.) for the gradual idustri- There is ow a ew SESAR team comprisig all staff workig o SESAR all over Europe ad located at our members premises. Patrick Ky, Executive Director of the SESAR Joit Udertakig says This ew commuity of SESAR workers has the future of Europea air traffic maagemet i their hads. Bear i mid that we eed to achieve a paradigm shift from the way air traffic maagemet is orgaised today. A ope mid, operatioal excellece ad dedicatio should guide their day-to-day work. We cout o their commitmet to make this iovative adveture a historic Europea success story. The SJU will be the guardia of the smooth executio of the work packages ad will do its utmost to liaise all the teams ivolved. SESAR s ew compoets ad operatioal procedures will be gradually implemeted from 2012 to However, it is essetial that we also idetify ad develop quick wis for implemetatio as from 2010 says Patrick Ky. Regular updates available at alisatio, deploymet ad operatio of the ew ATM system. The Programme is split ito four differet areas: operatioal activities are hadled by WPs 4, 5, 6 ad 7; system developmet activities are hadled by WPs 9, 10, 11, 12, 13 ad 15; system-wide iformatio maagemet is hadled by WPs 8 ad 14; trasverse activities, such as the validatio ifrastructure, developmet of safety, security, eviromet ad huma performace guidace ad cases, ATM Master Pla maiteace, the target cocept ad architecture maiteace, are hadled by various WPs (e.g. B, C, 3, 16). The work packages are preseted o The work programme will be supported by the Idustrial Support Team (IS) of Airbus. IS is resposible for the techical coherece of all tasks, ad will provide support for system-of-systems egieerig methods so that all the members ca progressively build up, uder the leadership of the SESAR JU, the highly complex shared data model of this programme. Mai coceptual chage i a moderised sky: the busiess trajectory Takig full advatage of existig ad ewly developed techologies, SESAR s target cocept relies o a umber of key features: the otio of trajectory-based operatios, which will dramatically improve the predictability ad precisio of operatios; a rollig etwork operatio pla, takig ito accout real-time situatios icludig weather ad traffic treds; the itroductio of a air traffic maagemet itraet, icludig aircraft, which will eable all actors to have full access to the right iformatio at the right time; the full itegratio of airport groud activities ito the air traffic maagemet processes; icreased automatio support for air traffic cotrollers ad pilots, eablig them to cocetrate o high-added-value activities; icreased evirometally friedly operatios at airports, allowig greeer trajectories whilst maximisig the use of existig ruways. Skyway 52 Summer & Autum

34 VIEWPOINT Sigle Europea Sky The role of EASA After a positive vote i the Europea Parliamet o 25 March 2009, the EU Trasport Miisters cofirmed the far-reachig Sigle Europea Sky aviatio package o 30 March. Patrick Goudou, Executive Director of the Europea Aviatio Safety Agecy (EASA), explais how this package, which has bee formally adopted by the Coucil, stregthes the Sigle Europea Sky ad boosts the implemetatio of ew techologies, makig EASA resposible for all safety liks of the aviatio chai. Establishig ad maitaiig a high ad uiform level of aviatio safety has bee oe of the Europea Uio s top priorities over the past decade. This objective has bee pursued by commo actio at Commuity level, based o the cocept that the protectio of citizes will be esured by adoptig commo aviatio safety rules ad by guarateeig their uiform implemetatio. The Europea Aviatio Safety Agecy (EASA) is at the cetre of this strategy. Its tasks curretly iclude draftig aviatio safety regulatio, coductig ispectios to esure their uiform implemetatio ad the type-certificatio of aircraft, egies ad parts. Whe draftig ew rules, the Agecy is required to avoid the duplicatio of regulatory processes, to promote Commuity views throughout the world ad to provide a level playig field for all actors i the iteral aviatio market. The achievemet of these objectives was iitiated by the adoptio of EASA s first Basic Regulatio i 2002 (Regulatio (EC) No. 1592/2002), which focused essetially o the airworthiess ad evirometal compatibility of aeroautical products. Total system approach However, cocetratig o aeroautical products i isolatio from the regulatory eviromet i which they operate is ot sufficiet. My visio for the future role of the Agecy is based o the covictio that aviatio safety has to be coheret i all its safety elemets; it is i fact a sigle safety system with iterrelated ad iterdepedet actors, ragig from aircraft maufacturers, their operators, air traffic cotrollers, airports, pilots, cabi crew, etc. The extesio of the EASA system to all aspects of aviatio safety uder a total system approach is therefore logical ad techically cosistet. Ideed, this total system approach was ackowledged by the Europea Parliamet ad Member States whe they ivited the Commissio to make proposals as soo as possible to exted the Agecy s scope to air operatios ad flight-crew licesig. This first step has already bee take with the adoptio of the ew Basic Regulatio (Regulatio (EC) No. 216/2008). I Jue 2008, i lie with the total system approach, the Europea Commissio proposed the far-reachig Sigle Europea Sky aviatio package. This package has ow bee formally adopted by the EU Coucil. It stregthes the Sigle Europea Sky, boosts the implemetatio of ew techologies ad makes the Europea Aviatio Safety Agecy resposible for the safety regulatio of aerodromes, air avigatio services (ANS) ad air traffic maagemet (ATM). The Agecy had already started preparig to take up these ew competeces ad had issued its opiio o the safety of ATM/ANS i March Accordig to the Europea Parliamet ad the Coucil, the correspodig implemetig rules i the area of ATM/ANS have to be i place by

35 I practice, the total system approach meas that idustry, operators ad service providers will fially have a sigle body of law to cosult, orgaised accordig to coheret priciples ad sematics ad thus simplifyig their iterface with the competet authorities, especially whe they are ivolved i more tha oe aviatio domai. This, for istace, would be the case for a aerodrome operator also providig tower ATC services. The safety requiremets across the EU curretly vary ad although there may ot be major safety cocers, harmoisatio should esure that the highest levels are achieved everywhere. The causal factors of most aviatio safety occurreces are multimodal i ature. The aim of the total system approach is to reduce the risks comig from gaps, overlaps or cofused resposibilities betwee differet aviatio domais. We at EASA believe that more ca be doe i the area of safety ad that this would allow the idustry to develop busiesses ad exted market shares, provided that commo rules are established, equally adhered to ad eforced. EASA s role i the Sigle Europea Sky The ew competeces will give the Agecy a importat role i the developmet of the Sigle Europea Sky (SES). It will be resposible for esurig that ay techical solutio, cocept, equipmet, persoel or orgaisatio ivolved i civil aviatio works safely. The Agecy already works i close partership with EU- ROCONTROL to achieve the most efficiet regulatory system, buildig o its vast kowledge ad experiece i ATM as well as aimig to esure cotiuity ad legal certaity for all regulated actors i the field. It was the wish of the political decisio-makers to have separate safety ad ecoomic regulators to guaratee that these differet aspects are evaluated ad treated appropriately. EASA is ad will remai the safety regulator. Our future Implemetig Rules i ATM/ ANS will be built o the basis of the provisios of the SES, i particular the trasposed EUROCONTROL Safety Regulatory Requiremets (ESARRs). I this EASA will be resposible for esurig that ay techical solutio, cocept, equipmet, persoel or orgaisatio ivolved i civil aviatio works safely respect, trasitioal mechaisms will be desiged i order to provide for the cotiuity ad subsequet coversio of approvals already grated uder the SES rules. At the same time, cosistecy betwee the EASA ad SES systems will have to be provided for. It is ideed possible to devise processes that provide for harmoised requiremets ad certificatio procedures i order to avoid multiple compliace assessmets. The Agecy is curretly workig o streamliig the orgaisatio approvals i the cotext of the extesio of the EASA system to air operatios ad the implemetatio of the ICAO SMS Stadards ad Recommeded Practices (SARPs). This work will also be used whe the future implemetig rules are developed. Specific competeces i ATM/ANS While the details of EASA s competeces i the area of ATM/ANS will be defied i the implemetig rules followig commo draftig groups ad public cosultatio, the basic priciples of the Agecy s resposibilities will be as follows: Regardig ATM/ANS service providers, commo implemetig rules will be issued, requirig the implemetatio of a safety maagemet system ad the provisio of ATM/ANS services i accordace with commo stadards. The verificatio of compliace will be achieved through safety certificatio, by competet bodies desigated by Member States. EASA will ot be doig the certifyig except i cases where cetralised actio is beeficial. This was regarded by the EU legislators to be the case for pa-europea service providers ad third-coutry orgaisatios providig services withi the EU. Specific EASA implemetig rules will address the safety ad groud/air iteroperability requiremets relatig to ATM/ANS systems. Also, commo rules will be established to specify traiig ad proficiecy requiremets for all persoel ivolved i safety-related Skyway 52 Summer & Autum

36 VIEWPOINT Sigle Europea Sky the role of EASA ATM/ANS tasks. This meas that i the future the existig Europea ATCO Directive will be replaced by commo rules ad acceptable meas of compliace. Such rules will aturally be fully based o existig material ad be complemeted oly where ecessary for safety reasos. Commo safety rules must also esure that all the ecessary safety requiremets for other ATM professios are covered. The ew SES package also plays the role of safety adviser to EASA. This meas for istace that whe implemetig SES regulatios i the field of air space maagemet, the Member States ad the Europea Commissio will cosult with EASA i order to esure that all safety aspects are properly addressed. Avoidig overregulatio Oe of the ratioales for a sigle Europea safety regulator is icreased effectiveess through simplificatio of rules ad streamlied procedures. The Agecy acts upo the maxim that ew rules should ot disrupt or create difficulty for the existig system. EASA s ew competeces will create o overlaps i the regulatory system ad o extra layer for the idustry. Fially, it is also our goal to be a light regulator whe ad where possible, to avoid overregulatio ad udue burde o regulated persos, by makig use of what is already i place. Whe trasposig existig rules, the Agecy will also make sure it adapts them to the eeds of mediumad small-sized orgaisatios. Cosultatio As a safety regulator, it is our job to assist the political decisio-makers by providig them with the ecessary elemets to make the most appropriate choices. Whe EASA develops various types of rules, it is obliged to follow a ope ad trasparet process allowig the ivolvemet without discrimiatio of all stakeholders. Recetly the Agecy has reviewed its rule-makig process ad we have built i more momets of discussio ad reflectio with our stakeholders before we publish our otice of proposed amedmet (NPA). This allows us to reach a cosesus o a preferred solutio i a reasoable period of time for a efficiet decisio-makig process. Coclusio Aimig for global harmoisatio ad i lie with the requiremets of the commo law, EASA rules will be compatible with the related ICAO SARPs. Aviatio is global i ature ad therefore eeds global rules. However, such rules ca also be developed ad harmoised at regioal level, thereby avoidig discretioary traspositio by each ad every oe of the 31 EASA Member States. EASA is also ready to do its utmost to progressively covice the iteratioal aviatio commuity of the merits of the Europea approach to safety regulatio. If they wish, o-eu coutries ca be associated to the EU system through bilateral agreemets uder which they are assimilated to Member States. This is already the case for Norway, Icelad, Switzerlad ad Liechtestei. The Agecy is also sigig workig arragemets with eighbourig States ad by doig so we are itroducig the pa-europea approach to all the domais where EASA has competece. 36

37 VIEWPOINT For the airlies, the Sigle Sky caot come a momet too soo Ulrich Schulte-Strathaus, Secretary Geeral of the Associatio of Europea Airlies (AEA), highlights what is at stake for the airspace users ad the eed for the Sigle Europea Sky to materialise as soo as possible. Whe the legedary Liverpool maager, Bill Shakly, was asked if football was a matter of life ad death, he replied I assure you, it s much more serious tha that. For the airlies which have to avigate Europe s atiquated airway etwork, the Sigle Europea Sky falls ito the same category. It caot have escaped otice that 2009 is becomig a aus horribilis for the idustry. The magitude of passeger traffic losses has oly ever bee see oce before, i the aftermath of 9/11, ad the reveue situatio is eve worse, as highyieldig busiess markets have bee particularly hard hit. As if that were ot bad eough, the airfreight market has suffered uimagiable decreases, with may airlies carryig little over half their toage of last year. Meawhile, costs are still risig, ad that icludes e-route avigatio fees ad airport charges. It is arguable whether, at the time of writig, there are ay profitable airlies i Europe. May carriers who would ormally expect a surplus i a typical year are facig life-threateig losses. Agaist this backdrop, the rage of remedies available to the airlies is limited. Those costs which remai withi their cotrol have bee pared back over years of competitio i a liberalised market place. Most of the major airlies i Europe are takig the oly course available to them reductio i service o a sigificat scale, with cosequet groudig of aircraft ad layig-off of staff. Whilst oly a temporary measure, there is a dager that this may lead to a permaet loss of airport slots. So whe the airlies remid themselves that there are perhaps 5 billio of potetial aual efficiecy gais tied up i the Sigle Europea Sky project, the eageress with which they await the flow of beefits to begi is uderstadable, all the more so sice those beefits also iclude a better service to the cosumer, i terms of reduced delay, ad a much reduced evirometal impact. The legal framework for the Sigle Europea Sky has bee i place sice April 2004, ad while this sigalled a importat shift i attitudes, it did ot deliver substatial beefits. Without a detailed actio pla, it was too easy to igore. Cosequetly, Europea airlies are piig great hopes o the secod phase Skyway 52 Summer & Autum

38 VIEWPOINT For the airlies, the Sigle Sky caot come a momet too soo of Sigle Sky legislatio, lauched i early 2009, to brig a ew impetus to the programme. I essece, the Sigle Europea Sky project ivolves a trasitio from a 20th-cetury structure of air traffic cotrol based o atioal boudaries to oe which takes accout of actual patters of demad ad traffic flows ad is more suited to the realities ad eeds of the 21st cetury. A key elemet of the Sigle Europea Sky is the move from a etwork of imperfectly-itercoected idividually cotrolled airspaces, which curretly umber 67, to ie fuctioal airspace blocks. I theory these should ot be defied or costraied by atioal frotiers, although for the time beig at least, expediecy requires that their boudaries do follow the atioal frotiers below. Clearly, the effectiveess ad pace of this trasitio requires cross-border cooperatio ad a strog elemet of political will. Whilst this should ot be a isurmoutable hurdle, evertheless it is already beig put forward as a source of or shall we say justificatio for delay. Yet it eed ot be so. Very recetly a joit iitiative by AEA, the Moteegri Govermet ad the regioal service provider ulocked direct routes ito Kosovo, savig time, moey ad CO 2 emissios. Such local ad regioal cooperatio, replicated across Europe, typifies what eeds to be happeig withi the FABs. As part of the redesig of Europea airspace, priority must be give to civil/ The Sigle Sky programme is simply too importat to be allowed ot to materialise, ad too urget to be left to suffer further delay military cooperatio i air traffic maagemet (ATM) i order to make available for civil use sigificat portios of airspace that are curretly blocked, but ot itesively used, for military purposes. This requires a strog ad shared commitmet betwee atioal Miistries of Trasport ad of Defece throughout Europe. Oce agai, a successful cooperative veture betwee the Germa ad Dutch authorities, to set up a shared cross-border traiig zoe, will ot oly lift costraits o routes ito Amsterdam Schiphol, but will demostrate to the rest of Europe that such thigs are achievable. With the ew airspace map i place, it still eeds to fuctio efficietly. ATM service provisio is iheretly moopolistic i ature, ad the Sigle Sky eeds a strog idepedet ecoomic regulator to esure that it delivers its promised beefits. There must also be a clear political commitmet to address ay istitutioal ad labourrelated issues. A key istitutioal challege is how to adapt the role of EUROCONTROL to the Sigle Europea Sky ad its associated techological programme, SESAR. EUROCONTROL eeds to reduce its costs, ad the idustry s stakeholders who provide the Agecy s fudig should be ivolved i the process to sigificatly reduce its aual budget. Whe it comes to the crucial issue of safety regulatio for the Sigle Sky, there is a orgaisatio already i place which ca ad should perform this role: EASA, the Europea Aviatio Safety Agecy. This extesio of EASA s role will evidetly ecessitate a commitmet to the Agecy s fudig saw the uveilig of the work pla for the ext five years of the SESAR programme. This is a admirable project but must ot be allowed to develop ito techology for its ow sake. It has the potetial to deliver importat cost ad efficiecy improvemets ad its stakeholders should be able to aticipate that these will start to materialise sooer rather tha later. Delays i Europe attributable to air traffic flow maagemet (take-off clearaces) although by o meas all caused by ATM deficiecies amouted to almost 1,000 hours each day. The price tag for the airlies of ATM iefficiecy was estimated i 2006 at 3.3 billio per year. However, that figure icluded the cost of some 5 millio toes of kerosee uecessarily bured through route iefficiecies; the subsequet spirallig of fuel prices could add 1.7 billio per year to that total. Meawhile, the amout of carbo dioxide eedlessly emitted ito the atmosphere each year due to circuitous routigs, sub-optimal flight profiles ad cogestio-related holdig patters adds up to about 16 millio toes. This is idefesible today, but from 2012 owards the airlies will be payig twice for this wastefuless, ot oly i uecessary fuel bills, but also i the form of CO 2 allowaces uder the EU Emissios Tradig Scheme. For Europea airlies, their customers ad ideed the eviromet, the Sigle Sky programme is simply too importat to be allowed ot to materialise, ad too urget to be left to suffer further delay. 38

39 VIEWPOINT Sigle Europea Sky II CANSO s viewpoit From its coceptio, the Europea air avigatio service providers (ANSPs) i CANSO have welcomed the Sigle Europea Sky secod package (SES II). It is cosidered to be a good balace betwee the differet iterests, ad CANSO is lookig forward to its implemetatio. The ANSPs have also oted with satisfactio that the secod package stregthes the performace framework while keepig the overall cocept sufficietly stable. civil air avigatio services orgaisatio The Europea CANSO CEO Committee has discussed the SES II roadmap ad fixed a umber of priorities for CANSO work. The mai issues to be tackled are the performace scheme, etwork maagemet fuctios, SESAR IP1 implemetatio, FAB coordiatio, Airport Observatory ad EASA. Performace scheme CANSO believes this item is the most importat SES II issue for the comig moths ad has set up a special Performace Group to prepare a CANSO positio o the performace scheme. This group has already had various meetigs ad is preparig joit iput for the discussios to come. The proposed CANSO positio will the be edorsed by the ANSPs at the highest level. CANSO fully supports the preset selectio of the key performace areas (safety, eviromet, capacity ad Skyway 52 Summer & Autum

40 VIEWPOINT Sigle Europea Sky II CANSO s viewpoit cost-efficiecy) as a focus for ANSP performace. We believe that target settig i these key areas should be fouded o four key priciples: tetial uiteded cosequeces eed to be idetified ad to the greatest extet possible elimiated prior to implemetatio. Appropriate accoutability Targets established uder the SES II performace scheme should be set based o key performace idicators (KPIs) for which stakeholders are accoutable. The atioal performace plas should be developed by the Member States ad should take ito accout local coditios, such as airspace complexity, ivestmet cycles, previous cost efficiecy plas, local costraits ad policies. Drivig the right behaviour Targets that icetivise the right ANSP behaviour will drive good performace. This meas that the liks betwee the differet performace areas will eed to be recogised ad targets set i a way that esure they meet customer requiremets i a safe ad cost-effective maer. Performace targets will have to recogise trade-offs betwee sometimes coflictig objectives. Focus o outcomes Targets ad processes should be devised to geerate desired performace outcomes ad allow for atioal differeces i how the outcomes are achieved. Maturity of metrics Targets should be based o mature key performace idictors where there is a history of performace data ad should be bidig oly whe the KPIs are mature eough. Additioal work is required to adopt commoly agreed metrics for safety ad the eviromet. Po- Network maagemet CANSO supports the etwork maagemet cocept ad ackowledges the beefits to be gaied from Europe-wide coordiatio. However, we believe that there are some key poits to cosider i the effective applicatio of the etwork maagemet cocept. Firstly there are some basic goverace priciples which should be applied for etwork fuctios: The separatio betwee regulatory fuctios ad service provisio has to be esured at all phases ad for all tasks, icludig pa- Europea activities ad etwork fuctios. The ANSPs are accoutable i a performace framework ad therefore they have to be part of the decisio-makig for service provisio fuctios. This is also valid for the cocered parties i etwork maagemet. Network fuctios i the operatioal field require collaborative decisio-makig ivolvig orgaisatios at local, regioal/fab ad pa-europea level. The basic priciples of Commo Requiremets ad Performace Review should be applied also to the etwork services. Secodly, the operatioal eeds should determie the scope ad cotet of etwork fuctios. ANSPs are strogly of the opiio that the et- work fuctios are directly liked to the services they provide. The scope ad cotet of those services determie the specificatio of the supportig etwork fuctios. For example, the ANSPs calculate the eed for the etwork services from their operatioal requiremets, ad from traffic demad perspectives. The etwork fuctios have to take ito cosideratio that the ANSPs deal with capacity, safety ad evirometal issues, coordiate with their HR ad traiig plas, make ad adapt the busiess plas, cost-beefit aalyses ad uit cost correctios, ad carry out coordiatio with the customers, adjacet service providers ad the military. Therefore the goverace should be adapted to esure that etwork fuctios ad services are specified, steered ad, where ecessary, ru by idustry. They should be supported by a proper regulatory framework established by the correspodig ATM regulator ad supervised by the appropriate supervisory authority. Thirdly, etwork improvemets eed collaborative decisio-makig. The plaed improvemets at the pa-europea etwork level ca oly be addressed by a partership approach by all aviatio players. The airlies have a importat role to play whe future capacity is proposed by ANSPs. Correct forecasts are a fudametal elemet of cost-effective capacity plaig, ad appropriate cosultatio is ecessary. The airlies also have a importat role to play i esurig the best use of 40

41 available capacity by correspodig flight plas ad slots, cotributig to a better predictability for the whole system. To eable this, ANSPs ad airlies have established efficiet customer-service provider relatioships. The positive evolutio of EURO- CONTROL s goverace is based o the idustry steerig requested for etwork maagemet. Further developmets i EUROCONTROL will probably stregthe this idustry steerig. CANSO certaily iteds to cotribute to this debate. Fially, clarificatio is eeded o etwork maagemet fuctios. For all the reasos described previously it is importat to clarify the cocept of etwork maagemet ad, more specifically: to describe all the fuctios, tasks ad activities cocered ad to defie whether these activities are regulatory, supervisory or service provisio activities; to defie where the actio is take: at local/atioal level, at regioal/fab level or at pa- Europea level; to agree who should udertake these actios: where the pa-europea activities cocer service provisio, they should be idustry govered ad steered, as suggested by the Commissio s SES II proposals for the ew goverace at EUROCONTROL. SESAR IP1 implemetatio CANSO is very active i various groups discussig this topic, because the mai impact will be o the ANSPs. The mai efforts are curretly focussed o two topics: IP1 refiemet ad IP1 goverace. The detailed defiitio of exactly what the ANSPs have to implemet, at what time ad where, is oe of the cocers for the momet. The cost iformatio o various IP1 elemets is also of great importace, but ANSPs recogise the sesitivity of the cost iformatio. Aother cocer is to esure implemetatio by all actors ad to have the appropriate goverace arragemets at all layers political, strategic ad tactical idustry implemetatio. FAB developmets ad coordiatio CANSO is satisfied with the outcome of the discussios o this importat topic. We support the date of 2012 that has bee agreed for implemetatio. Ideed, the establishmet of a FAB requires a formal agreemet by States, which takes time. Also the operatioal achievemets eed time to be achieved ad some of them ca oly start oce the legal ad istitutioal arragemets are i place. We support the broader defiitio that has bee give to SES II whereby the emphasis is o loger exclusively o operatioal requiremets but also o performace ad cooperatio. CANSO supports the broader defiitio that has bee give to SES II whereby the emphasis is o loger exclusively o operatioal requiremets but also o performace ad cooperatio I additio, CANSO has always supported the omiatio of oe or several FAB coordiators, as agreed by the political decisiomakers. Airport Observatory CANSO has applied for the membership of EU Observatory for airport capacity to DG TREN. Ideed airport capacity issues ad gate-togate perspectives ca best be discussed with the ANSPs as parters at the table. EASA CANSO is actively followig the ew developmets regardig the extesio of ATM safety competece to EASA. We have supported this extesio of competece but at the same time would like to avoid other areas beig touched i depth, such as certificatio, traiig, ad the competece scheme for ew categories of persoel. We will of course also have to check the coherece of these differet regulatory iitiatives. I coclusio, the Sigle Europea Sky framework has created the basis for a restructurig of the ATM sector ad has cotributed to a cultural chage, which is recogised as a positive evolutio by all aviatio sectors ad stakeholders. CANSO members are i favour of the measures take i coectio with the SES secod package to accelerate the implemetatio of SES. We ited to cotribute to its developmet i order to carry out correctios ad cosolidatio where ecessary, ad to lead the ATM sector towards a more performace-based ad less fragmeted framework. Skyway 52 Summer & Autum

42 VIEWPOINT Blue Med Lauch of the defiitio phase of a performacedrive FAB I November 2008, i the presece of the Europea Commissio Vice-Presidet Atoio Tajai, eight Trasport Miisters of the Mediterraea area siged a Declaratio, lauchig the defiitio phase of the Blue Med FAB, followig the feasibility study. This ambitious project, comprisig ie workig areas ad 150 experts, is iteded to reduce regioal fragmetatio i the Mediterraea regio. Cristiao Catoi, Blue Med Project Maager, ad Nicola Amedola 1, Iteratioal Relatios Maager, ENAV, explai how. Europea air traffic maagemet (ATM) is approachig oe of its most importat crossroads, whereby differet iitiatives are all covergig towards a commo goal that of providig Europea citizes with more efficiet ad cleaer ATM services, at lower costs ad with gate-to-gate itegrated operatios. This target is set agaist a worldwide ecoomic crisis. Ad the Mediterraea coutries are poised to address this challege together, o a regioal basis. Blue Med is a project ivolvig four Europea States (Cyprus, Greece, Italy ad Malta), with the participatio of Tuisia, Egypt ad Albaia as associated parters ad the Kigdom of Jorda ad Lebao as observers. The Blue Med roadmap ad defiitio phase Blue Med is a project ivolvig four Europea States (Cyprus, Greece, Italy ad Malta), with the participatio of Tuisia, Egypt ad Albaia as associated parters ad the Kigdom of Jorda ad Lebao as observers. It aims to prove how the establishmet of a efficiet Mediterraea FAB ca be Curretly Seior Advisor to the Office of the EUROCONTROL Director of Resources

43 Blue Med project structure ad cosultatio process VIEWPOINT beeficial to reducig the overall fragmetatio of ATS provisio i the area, ad to exted SES beefits beyod EU borders. As a result of the 2008 Miisterial Coferece, the ivolvemet of State authorities throughout the ogoig defiitio phase is cotiuous ad effective withi the project s Goverig Body, where State represetatives provide the project s high-level policy to the implemetig bodies cocered ad to the Members of the Programme Maagemet Board (PMB). BM Goverig Body Blue Med is a three-phase project. I the course of 2007 ad the first half of 2008, Blue Med developed its feasibility study, which assessed the potetial operatioal, techical, ecoomic ad evirometal beefits resultig from the establishmet of a Mediterraea FAB. Periodic Cosultatio Groups Operatioal Civ./Mil. Periodic Cosultatio Group Safety/Regulatory Periodic Cosultatio Group Techical Periodic Cosultatio Group Fiacial/Chargig Schemes Periodic Cosultatio Group Programme Maagemet Board Board of Directors + Military Authorities ANSPs Strategic Board BM State Represetatives PMB Secretariat BM Advisory Group BM Social Forum The 2008 Blue Med Trasport Miisters Coferece lauched the defiitio phase of Blue Med durig which 150 project experts will be workig together up util August 2011 The feasibility study has show that the implemetatio of the Blue Med FAB over the Mediterraea would be highly beeficial for users, air avigatio service providers ad the Europea Commuity as a whole. I fact, users would beefit from improved air traffic flow maagemet ad shorter routes. Service providers would see their existig safety levels icrease ad would be able to provide greater capacity; while the Europea Commuity would be able to build a bridge towards the south shore of the Mediterraea. The feasibility study also addressed the eed for a performace-drive approach ad the issue of performace target-settig. The 2008 Blue Med Trasport Miisters Coferece lauched the defiitio Executive Project Team Result Dissemiatio Committee The PMB is resposible for FAB implemetatio ad is composed of ANSPs CEOs, CAAs Directors ad military authorities at the highest level (thus cofirmig the importace of the civil-military cooperatio withi the project) ad for providig strategies to be implemeted by the Executive Project Team, composed of the PM Office ad the Workig Groups. As highlighted durig the feasibility study, implemetatio of Blue Med will ot take place without the ivolvemet of staff, professioal ad user associatios across the project s process. I order to capture requiremets ad remarks from all stakeholders ivolved, Blue Med has idetified specific forums, where all project actors cocered will be able to cotribute to the implemetatio of the Mediterraea FAB. The Blue Med Social Forum will discuss, as it did durig the feasibility study, specific requiremets of the staff ad professioal associatios, idetifyig the best deploymet mechaism ad schedulig of all remarks, while the Advisory Group will allow users to work with Blue Med experts ad State authorities. The Advisory Group will be ope to all exteral stakeholders such as the SESAR JU, whose participatio will be strogly beeficial to esure FAB developmets are aliged with SESAR activities ad to esure that existig SESAR JU Blue Med members brig the FAB perspective withi SESAR. phase of Blue Med durig which 150 project experts will be workig together up util August The Blue Med workig groups spa four mai sectors airspace desig, techical, safety ad ecoomic improvemets, regulatio ad huma resources. PM Office (PM, Deputy PMs, QMO, Project secretariat ad WP Leaders WP1 WP2 WP3 WP4 WP5 WP6 WP7 WP8 Agreemets will be made o airspace desig ad the ew airspace structures regardless of existig boudaries. Additioally ehaced civil-military cooperatio mechaism ad log-term FAB developmet plas (beyod 2020) will beefit from fast-time ad real-time simulatios. Skyway 52 Summer & Autum

44 VIEWPOINT Blue Med Lauch of the defiitio phase of a performacedrive FAB The techical ad safety workig groups will validate ad implemet techical improvemets, assess safety ad pla further itegratio towards a regioal safety maagemet system. The FAB ecoomic assessmet will measure all FAB improvemets ad assess the most appropriate chargig regime, evaluatig all aspects of a sigle uit rate. Moreover, a assessmet of the FAB s evirometal impact will be carried out. Additioally, a legal workig group will deal with regulatio ad the draftig of a State Agreemet for the FAB. Fially, a workig group will be dedicated to dealig with all the huma-resource aspects. These workig groups will comprise experts from the ANSPs, CAAs, military authorities ad miistries of the States cocered. Blue Med ad the airspace users The Blue Med feasibility study greatly beefited from user iput. The project takes ito accout their eeds ad the Blue Med parters will do their best to deliver improvemets prior to the FAB implemetatio deadlie (2012) ad idetify quickwis, which will allow aircraft operators to see iitial beefits as early as Potetial ecoomic beefits The ecoomic assessmet of Blue Med FAB improvemets is oe of the most importat project pillars, especially takig ito cosideratio the effects resultig from the wide regioal itegratio ad moitorig of the evolutioary performacedrive path. The Blue Med ecoomic beefits are wide-ragig. The ew FAB airspace orgaisatio will put i place shorter routes, resultig i reduced emissios ad fuel cosumptio. Similarly, the expasio of scope ad umber of the 16 FAB improvemet areas idetified i the feasibility study will be facilitated by the commo FAB itegratio processes already uderway. All these processes will cotribute to reducig fragmetatio. All the ecoomic beefits from Blue Med will be deployed step by step, with specific check-poits for moitorig performaces ad fixig targets. SES extesio beyod EU borders Blue Med is expadig the SES from Europe to iclude North-Africa ad Middle-Easter coutries. This clearly implies additioal effort for the EU Member States. The proactive participatio of Egypt ad Tuisia cofirmed withi the ogoig defiitio phase with a wide set of experts offered to the workig groups as well as the recet ivolvemet of Albaia as full member, support the feasibility study results ad the operatioal eed of their egagemet i Blue Med. Moreover, the participatio of the Kigdom of Jorda ad Lebao as observers shows that Blue Med is a catalyst for regioal efforts towards a efficiet developmet of ATM i the regio. 44

45 Iterview with Blue Med Chairma, Dr Leoidas Leoidou, DIREctor geeral, DEPt. of civil aviatio of cyprus What is your log-term visio of the Blue Med FAB? My visio is shared amog all the Blue Med parters. It is to build a regulatio-compliat FAB which will brig about real operatioal beefits to the airspace users ad ultimately to the EU citizes. Our FAB should be a model of regioal cooperatio iovative ad pioeerig with solutios that will truly reflect the Commissio s visio of the Sigle Europea Sky. Do you believe that the Sigle Europea Sky (SES) is a pragmatic solutio to the Europea ATM system shortcomigs? The SES is above all a ew operatioal cocept rather tha simply a legislative package. It is a visio that we edorse ad strive to implemet i order to realise the substatial beefits it brigs with it. However, it would be urealistic to expect that all the requiremets foresee by the regulatios will be met fully from oe day to the ext. How has the cooperatio betwee the Blue Med parters bee so far? Blue Med parters are geographically adjacet ad have strog historical liks of cooperatio. They are also of very similar temperamet ad therefore they are able to commuicate easily. Above all though, ad despite large differeces, all States have bee showig a deep respect for each other, makig decisios based o cosesus. What is the role of o-eu States i Blue Med? No-EU States are associated parters committed to followig ad cotributig to all the work, without however the obligatio to fully implemet the FAB. They are, however, expected to choose specific harmoisatio solutios ad implemet these. This way the FAB cocept is exteded beyod the Europea borders, somethig that is ecouraged by the EU. What are the mai stregths ad weakesses of your iitiative? Our foremost stregth is the political support give to the project. This support has bee officially edorsed by the sigig of a Miisterial Declaratio last November. Secodly, all parters believe the commo visio of realisig the FAB, ad this strategic goal has bee commuicated from the top. Fially, the workig teams comprise professioal ATM persoel with sigificat operatioal experiece. Our weakess is commo to all FAB iitiatives: tryig to meet the project objectives with limited resources, withi very tight deadlies. This is especially true for some of our parters who have very small ATM orgaisatios. We are committed to ivolvig the right resources. Therefore, there is little else to do but try eve harder. Do you cosider the cooperatio with other adjacet FABs to be ecessary? Absolutely. After all, FABs are the essetial buildig blocks of the true Sigle Sky ad therefore it is importat to esure cosistecy ad harmoisatio especially with adjacet FABs. How do you see Blue Med copig with the objective of the SES II package? Blue Med has bee closely moitorig the developmet of SES II. Therefore, its project pla is strogly drive by SES II, focusig o ATM performace improvemet i the areas of safety, capacity, flight efficiecy ad the eviromet. What is EUROCONTROL s role i the project? EUROCONTROL is a orgaisatio with a high level of competece i ATM, able to provide support to FABs o key issues, such as etwork desig ad safety. I this respect, EUROCONTROL has a key role i supportig Blue Med at a techical level, so as to offer its expertise i specific activities ad facilitate cosistecy ad compatibility betwee the various FAB activities. Skyway 52 Summer & Autum

46 VISITS Kee to offer its parters ad the aviatio commuity at large the opportuity to lear more about what it is ad what it does, EUROCONTROL welcomes visitors, both idividual ad i orgaised groups, to its premises. These are just a few recet visits: I the framework of his missio to the Europea istitutios, Mr Roberto Kobeh, Presidet of the ICAO Coucil, was received by the Director Geeral, Mr McMilla, at EUROCONTROL Headquarters o 9 July. O 15 Jue, the Director Geeral received Dr Rachel Aro, British Ambassador to Belgium. 5 Some 30 represetatives of the Norwegia aviatio commuity visited EUROCONTROL Headquarters o 25 May. They were briefed o the role of the Agecy i the implemetatio of the Sigle Europea Sky ad SESAR. The visit icluded a tour of the CFMU operatios room. O 12 Jue, the Director Geeral received at Headquarters the ewly appoited Director Airspace Policy ad Board Member of the UK Civil Aviatio Authority, Mr Mark Swa. I the picture from left: Rob Peters, Head of Civil-Military Cetral Maagemet Fuctios Uit, Mr McMilla ad Mr Swa. 6 5 O 6 May, the NATS Partership Directors ad Members of the Parliametry Aviatio Group visited EUROCONTROL. Presetatios o the challeges facig aviatio i geeral ad EUROCONTROL i particular, ad the Agecy s role i the implemetatio of the Sigle Europea Sky ad SESAR were all part of the programme, together with a tour of the CFMU operatios room. 46

47 CALENDAR Forthcomig evets at EUROCONTROL Brussels Headquarters 22 September 2009 DMEAN Implemetatio Support Group (DISG/6) 22 September 2009 Airspace Maagemet Workshop September 2009 Aeroautical Iformatio Team (AIT/31) 29 September 2009 CFMU Supervisory Board (CFMU-SB/3) September 2009 Military Harmoisatio Group (MILHAG/27) 30 September - 1 October 2009 Performace Review Commissio (PRC/58) 30 September - 1 October 2009 Safety Regulatio Commissio (SRC/36) 6-7 October 2009 Wide Area Multilateratio Ready for Use October 2009 Civil & Military Iterface Stadig Committee (CMIC/34) October 2009 Stakeholder Cosultatio Group (SCG/12) 15 October 2009 Provisioal Coucil Coordiatig Committee/9 (PCC/12) October 2009 Operatios Coordiatio Group (OCG/9) 28 October 2009 Air Navigatio Services Board (ANSB/11) 3 November 2009 Military ATM Board (MAB/5) 3-5 November 2009 Airspace Navigatio Team (ANT/50) 6 November 2009 Stadig Committee o Fiace (SCF/13) 11 November 2009 Audit Board (AB/70) 12 November 2009 Civil-Military Stadardisatio Workshop November 2009 Airport Operatios Team Meetig (AOT/26) November 2009 Elarged Committee for Route Charges (CE-R/88) 30 November 2009 Provisioal Coucil Coordiatig Committee/9 (PCC/13) 30 November 2009 Semiar o Requiremets for Europea Class 3 - Medical Certificatio of Air Traffic Cotrollers 7-8 December 2009 Performace Review Commissio (PRC/59) 8-9 December 2009 Low Visibility Operatios (LVO) Workshop 11 December 2009 Audit Board (AB/71) More o: ATC Global 2010 Coferece Preview 9-11 March Amsterdam RAI Reducig Costs ad Improvig Services The theme of the coferece will be Reducig costs, improvig services. The debates ad speeches will focus o whether ANSPs ca oly reduce their costs ad their charges to airlie customers by reducig services or whether ew techology, procedures ad blue-sky thikig ca deliver better ATM performace at a lower cost. More iformatio at: Skyway 52 Summer & Autum

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