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followed by similar NOPs, published twice a year, with step
wise improvements towards 2010 on accuracy and
accessibility, as part of the ongoing effort to release 20 per
cent more airspace capacity by then.
According to DMEAN Framework Programme Manager, Joe
Sultana, the key to the DMEAN programme is found in the
first word of the acronym. “Our aim is to provide a dynamic
overview of the European ATM network to help stakeholders
to focus their attention on the main problem areas,” he says.
The roots of the DMEAN programme date from 2003, with
the proposal to co-ordinate all of the different activities within
European ATM to improve network performance. The aim was
to produce a clear overview of the European ATM system each
year by evaluating all of the main ATM programmes, using
DMEAN as the vehicle for finding where potential problems
lay and provide solutions to them.
According to Sultana, a large part of DMEAN is the forging
of working relationships with the various stakeholders. “Initially
we had some difficulty selling the concept because a lot was
already being done in the individual programmes. But with a
network like this you can’t just do your own thing. You need
to align the programmes dynamically, then move forward.”
A major element of DMEAN is to increase the flexibility of the
European ATM network’s daily operations. “We need more
flexibility because it is the only way to get the capacity increases
we need in the time available,” says Sultana. “We have to adapt
to the different traffic scenarios each day by aiming for a totally
flexible infrastructure.” So, as close as possible to any particular
day, the objective is to ensure that ATM data and information is
shared between civil and military airspace users, airports and
local and network ATM service providers.
A significant focus is on the need to improve co-ordination
with military airspace users. “Things have improved a lot since
the Flexible Use of Airspace concept was introduced in 1996,”
says Sultana, “but we have to go further. Today, we know
what most of the military users will be doing tomorrow. The
problem is that things change tomorrow, depending on the
day of the week, the weather, sudden changes in traffic flows
and so on.”
In January 2007, a trial will be undertaken with several
European States, including Belgium, France, Germany, the
Netherlands, Switzerland and the UK, to improve the
co-ordination between each national airspace ‘cell’. The work
will be carried out mainly with the EUROCONTROL Central
Flow Management Unit (CFMU) and will seek to bring military
airspace users further into the decision-making process. “At
present they advise us what they’re doing without knowing
about our airspace situation,” says Sultana. “So, for example, if
we have a potential bottleneck we could advise them and
they might agree to change their activities for that day.”
While national airspace sovereignty remains an issue, “if the
military has the right information and we provide them with
options, they might be able to help,” he adds.
Another focus for 2007 will be to increase the flexibility of
airspace routeing to permit, for example, greater use of
certain routes in the mornings and evenings when the military
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has no need of its airspace. This could permit shorter, fuelsaving,
routes to be offered to airlines. “We would like to be
able to advise airlines about improved routeings as little as
three hours before their aircraft take-off, so that they would
not have to upload so much fuel,” says Sultana.
The first real test for the DMEAN programme will come with
the 2007/2008 Operational Improvements Action Plan, which
seeks to deliver real improvements to the changing demand
from the user community. “In 2006 we contributed to good
overall system performance,” says Sultana. “Next year we
hope to see the network adapting to meet the specifics of
every day operations.”
Estimates of traffic growth are for an increase of 20 per
cent by 2010, bringing the average number of flights per day
to 32,000. However, on current planning, the capacity made
available by EUROCONTROL Member States Air Navigation
Service Providers (ANSPs) will deliver about 10 per cent less
capacity than required, which translates to a two-minute delay
per flight against the EUROCONTROL Provisional Council target
of one minute.
　
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