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which is in line with the PRC’s notional
target (-3% per year. over the 2003-2008
period). This positive achievement is the
result of a combination of robust traffic
growth (+26%) and tighter cost management
in the majority of States.
…but relatively slowly
Apart from safety, which must meet
minimum agreed levels, performance in
other key performance areas (KPAs) can
be translated into monetary terms. The
total ANS economic cost consists of direct
costs in respect of ATC capacity provision
(recovered through route and terminal
charges) and indirect costs (delays, additional
flight time and fuel burn due to nonoptimum
flight profiles), all of which are
borne by airspace users in Europe.
The total ANS economic cost reflects
trade-offs among the various KPAs,
excluding safety. Transport Ministers
agreed in 2000 that the economic objective
should be to minimise the total
economic cost of ANS.
As shown in the bottom part of the table,
the significant improvements in costeffectiveness
have almost been cancelled
out by increases in ATFM delays and
route extension since 2004. The real unit
economic cost went down at a slow rate
of approximately -1% per annum until
2007, but increased by nearly 2% in
2008. This indicates the importance of
managing the entire system performance
and understanding trade-offs between
KPAs.
Summer 2008 en-route
ATFM delays increased for
the fourth consecutive year
and exceeded the agreed
target by 90%.
10
Focus
Air traffic management
performance in Europe
In the current straitened economic
circumstances, this will require additional
efforts by all stakeholders.
Undoubtedly, reducing the unit cost for
ATC capacity will be more challenging
with lower traffic growth. This could be
alleviated by greater efforts to improve
flight efficiency and reduce ATFM
delays.
…and must be reinforced
Both internal and external benchmarking
analyses indicate that there is room for
improvement in all performance indicators
in the current system. Moreover,
initiatives such as FABs and SESAR
must contribute to further improvements
in order to justify investment.
The current EUROCONTROL performance
review and target-setting system
has contributed to significant progress
in ANS performance, but needs to be
reinforced. SES II builds on the performance
scheme contained in the SES
I regulations adopted in 2004, and in
addition:
n adds Community target-setting
mechanisms at both European and
local levels;
n defines a common framework for
corrective measures, including alert
mechanisms, incentives and compliance,
to be applied by States when
targets are not met;
n applies not only to ANS, but importantly
to network functions;
n establishes an independent
Performance Review Body (PRB)
to assist the European Commission
in implementing the performance
scheme.
The provisions of SES II, when implemented,
will undoubtedly further drive
ATM performance in the European Union
and associated States, with the potential
to extend to all EUROCONTROL States
by decision of its governing bodies.
The PRC is ready to play a full part in
further development of the European ATM
system.
In conclusion
Safety has to remain the number one
priority in order to allow for future traffic
growth and secure the confidence of
travellers.
Given the network effects on the one hand
and the principle of subsidiarity on the
other hand, the performance regulation of
ANS requires an effective mix of European
and local initiatives.
The future challenge will be to apply SES
regulations in such a way that behaviours
of all parties are aligned to common
performance objectives, so that ATM
performance improves for the benefit of
users, staff, ANSPs, States and the travelling
public. n
More information at
www.eurocontrol.int/prc
© Véronique Paul/Graphix
Skyway 51 - Spring 2009 11
Delivering a Dynamic Management
of the European Airspace Network
(DMEAN) and the Flight Efficiency Plan
Focus
12
Ravzan Bucuroiu, Airspace Design Manager, reports on the ongoing and
future work to address both capacity and flight-efficiency challenges at
European ATM network level.
Improved design of airspace and TMA1
– key in delivering capacity
Introduction
Between 1999 and 2008, air navigation
　
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本文鏈接地址：Skyway Magazine Spring 2009(8)