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projected 21.7 per cent growth in European air traffic
between 2005 and 2011, this will require summer-season
European ATM network capacity to grow no less than 27 per
cent in the same period.
This demanding target could be achieved through a
co-ordinated, network-wide programme focusing on five areas
of improvement, according to Razvan Bucuroiu, Capacity
Enhancement Manager at EUROCONTROL.
“We are making more efficient use of existing infrastructure
and introducing new technologies and procedures,” he says.
“The implementation of reduced vertical separation minima
(RVSM) in 2002 made a big difference, as did improved airspace
designs to make routes shorter and sectors more efficient. We
are now making further improvements in airspace design and
implementing new technologies. The Air Navigation Service
Providers (ANSPs) are upgrading some parts of the infrastructure
and rationalising others, and civil-military co-operation continues
to advance. It’s our job in the agency to make sure that all this
work is well co-ordinated and there are no gaps.”
The most high-profile effort to get more out of the existing
infrastructure is the Dynamic Management of the European
Airspace Network (DMEAN) programme. To be implemented
between 2006 and 2010, DMEAN is intended to integrate fully all
the ATM functions – airspace management, ATC, and flow and
capacity management – and to improve information-sharing and
Collaborative Decision Making (CDM) across the system. It is seen
as the basis for a truly integrated ATM network in the future.
One of the earliest steps in DMEAN was this summer’s
EUROCONTROL Central Flow Management Unit (CFMU)
Network Operations Plan (NOP), the first of its kind. “It showed
how the network was to be managed throughout the
summer – the actions to be taken, what was going to be
done centrally, and what was happening at individual area
control centres,” explains Bucuroiu. “In 2007 it will be made
even more interactive and easier to access.”
The CFMU has also recently expanded its scope to include
capacity management. “They are trying to use as much as
possible of the capacity that is available in various centres and
is currently not being properly exploited,” says Bucuroiu.
“There is now much more flexibility in the way the network is
managed, compared with five or six years ago.”
Other activities designed to maximise the potential of what is
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ATM: THE CHALLENGE OF GROWTH
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already in place include the spread of best practice to national
ANSPs – “Certain methods of working allow control centres to
achieve much better performance” – and the introduction over
the last few years of air-to-ground communications channel
spacings reduced from 25kHz to 8.33kHz.
Capacity-boosting new technologies and procedures
include controller-pilot datalink communications (CPDLC) and
RVSM. While the latter was introduced in 2002, adding six
more cruising levels between FL290 and FL410, datalink is at
present available at only a couple of European centres.
“Datalink will not really begin to affect capacity until a
significant number of aircraft are equipped,” explains
Bucuroiu. “We expect to see benefits once around 75-80 per
cent of the flights being handled by a centre are datalinkequipped.
The ideal is 90-95 per cent, but the benefits start
at 75-80 per cent.”
Precision Area Navigation (P-RNAV), yielding increased
navigational accuracy and eventually improved procedures in
terminal areas, is also being implemented and is expected to
be widespread across Europe within the next three or four
years, and there are plans ultimately to implement 8.33kHz
channel spacing in the lower airspace.
“All these technological improvements will require a massive
investment in the system, starting now and continuing for the
next five or six years,” Bucuroiu comments. “In an effort to
save money, research and development work was slowed
down for two or three years after 9/11. So now we have to
catch up – investment plans will have to be accelerated and
made more substantial to make up for that lost time.”
Significant investments are being made in new area control
centres and ATM systems across Europe – currently in Madrid,
Barcelona, Swanwick, Marseilles, Bordeaux, Maastricht, Rome,
Bucharest, Budapest and Zagreb, and soon in Karlsruhe,
Warsaw, Prague and Sofia. “There is a vast modernisation
programme going on to bring all the centres up to a
　
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