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Agreement relating to route charges and on the
EUROCONTROL Convention. It is now also inspired by European
community regulations. Further to the adoption of a service
provision regulation in March 2005, a “Regulation laying down
a common charging scheme for air navigation services”,
consistent with the EUROCONTROL route charges system,
should be adopted shortly. The CRCO actively participated in
its development. Its relevant provisions will be transposed into
the EUROCONTROL system in the course of 2007.
The revised regulatory framework will lead to a number of
changes in the operation of the CRCO. Route charges will be
defined in closer relation with ATM operation. Charging
zones, ie, geographical areas where a single tariff for route
charges is applied, could extend across national borders and
would not necessarily coincide with flight information
regions, as they do today. States may also be able to apply
incentives for users to stimulate the introduction of new
technology that increases capacity. This regulation will result
in strengthened route charge requirements in terms of costrelatedness,
transparency and user consultation. Equity
between users will increase through the foreseen
reinforcement of recovery measures.
Beyond the operation of the route charge system, the new
regulation also addresses the operation of the ANSPs.
Performance measurement, benchmarking and the setting of
performance objectives should be facilitated. Economies of
scale generated by the implementation of large airspace
blocks, as well as the provision of incentives on air navigation
service providers, will further enhance cost-effectiveness.
Extending the EUROCONTROL route charges system
The assumption is that all ECAC States will eventually become
EUROCONTROL Member States and will be progressively
integrated into the route charges system operated under the
Multilateral Agreement. The next States to join will be Ukraine,
Poland, Serbia, Armenia and Lithuania in 2007-2008. They
could be followed by Iceland, Azerbaijan and, further ahead,
Latvia and Estonia.
This article was commissioned by EUROCONTROL.
The CRCO provides
billing and collection
services within the
framework of a
common route
charges system
© Austrian Airlines
ATM: THE CHALLENGE OF GROWTH
42
Julian Moxon talks to the head of EUROCONTROL’s Central Flow Management
Unit’s Operations Division, to find out how it is making the best possible use
of available airspace capacity to reduce delays and increase efficiency
THE CENTRAL FLOW
MANAGEMENT UNIT
43
ince its foundation by the EUROCONTROL Permanent
Commission in July 1989, in response to an urgent
need to improve European air traffic flow
management, the Central Flow Management Unit (CFMU) has
established itself as one of the central players in the battle to
cope with air traffic growth.
In doing so, the CFMU has had to adapt to the rapidly
changing European Air Traffic Management (ATM) situation,
which, as it moves towards a more unified system, requires
ever more flexibility and innovation.
Traffic this summer has hit an all time high, with daily
movements reaching 31,000 on three occasions so far in
2006, after breaking through the 30,000 barrier in 2005.
Overall, growth to-date stands at 4.23 per cent, which is at the
top end of the predictions made at the beginning of the year.
A major development during the year has come out of the
Dynamic Management of the European Airspace Network
(DMEAN) programme in the form of a twice-yearly document in
which all CFMU activities, traffic predictions and likely problem
areas are brought together in a single Network Operations Plan
that incorporates all existing information on traffic demand and
capacity plans for summer and winter seasons. The first,
covering the summer 2006 season, was made available on the
CFMU website in July. “We regard this as a very significant step
forward,” says John Byrom, Head of the CFMU’s Operations
Division. “It is a seasonal network operations plan resulting from
DMEAN that explains how we do our job.”
Items covered by the Plan include: overall traffic and
capacity forecast; network efficiency measures and scenarios;
special events; general air traffic flow and capacity
management (ATFCM) measures; tools and strategic plans; Air
traffic Control Centres (ACCs) requiring special attention; and
an annexe containing a detailed description of the other ACCs.
Byrom says the growth of traffic has meant the CFMU “is
　
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本文鏈接地址：Partnership for Performance and Growth.(11)