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to the SESAR programme,” says Miaillier. This
is seen as especially valuable, for example,
by the provision of impartial assessments
when different solutions must be prioritised.
“We want to be as efficient as possible and
bring added value. We are able to do this by
using the extensive expertise of our staff and
our experience of other programmes that
we have been involved in over the 50 years
we have been carrying out this sort of work,”
concludes Miaillier.
Indeed, EUROCONTROL’s long history
of developing and implementing aviation
concepts, procedures and equipment
makes it perfectly suited to its pivotal
role in building Europe’s future airspace
infrastructure.
􀀗 􀀼􀁌􀁉􀁆􀀺􀁆􀁅􀁋􀁉􀁆􀁃􀀗􀁘􀁫􀀗􀀬􀀧 􀀨􀀫􀀰
Reviewing
performance
THE FIRST SINGLE European Sky (SES I)
package of legislation, adopted in 2004, set
down the framework for the development
and implementation of Europe’s most ambitious
air transport management (ATM) plan.
However, as the years passed and the project
began to take shape, it soon became clear
that a new set of legislation was required
to strengthen some of the regulations and
ideas in the fi rst package.
As Xavier Fron, the head of the Performance
Review Unit at EUROCONTROL,
explains: “SES I was a bit like ‘sunshine
legislation’, in that it set out what it wanted
to achieve in terms of ATM performance but
did not include strong enough mechanisms
to achieve it in rapid manner.”
For example, although it covered performance
review, it was only from a monitoring
perspective and had a relatively weak legal
basis. Moreover, it did little to move the industry
forward as it was very similar to what
had already existed within EUROCONTROL
since 1998.
So in order to strengthen the legislation
and speed up progress a new legislative
package, SES II, was drafted and adopted in
March 2009. It came into force at the end of
the same year and introduced, inter alia, a
radically diff erent approach – the SES Performance
Scheme. Instead of just monitoring
what was going on and reporting those fi ndings,
a system has been devised that seeks to
drive performance improvement through a
legally binding target-setting regime with its
own incentives and penalties.
Developing targets
The EU legislator has decided to tackle
target setting both at European and local
levels. Therefore, there will be EU-wide
targets, to be met by the system as a whole,
alongside local targets that are to be
applied to separate States or Functional Airspace
Blocks. However, the EU-wide targets
will be set fi rst and local targets will have
to be consistent. As Fron points out: “This
raises the bar as decisions can be legally
enforced. There will be positive or negative
consequences depending on whether the
targets are met, exceeded or missed.”
Initially, the performance targets will relate
to safety, capacity, the environment and
cost effi ciency. However, Fron explains that
eventually they will go beyond that to cover
more of the elements that ICAO has outlined
in its Manual on Global Performance of the Air
Navigation System.
􀀨􀀬􀀧 􀀼􀁌􀁉􀁆􀀺􀁆􀁅􀁋􀁉􀁆􀁃􀀗􀁘􀁫􀀗􀀬􀀧 􀀗
􀀴􀁄􀁁􀀾􀀲􀀾􀀽􀁃􀁁􀀾􀀻􀀁􀁃􀀾􀀳􀀰􀁈􀀩􀀁􀁂􀀸􀀽􀀶􀀻􀀴􀀁􀀴􀁄􀁁􀀾􀀿􀀴􀀰􀀽􀀁􀁂􀀺􀁈
an attractive choice. Although the PRC
and its supporting Performance Review
Unit (PRU) are hosted by EUROCONTROL,
they are functionally independent, and,
therefore, enjoy a signifi cant degree of
independence of their own. In addition,
because EUROCONTROL’s membership
extends beyond the EU nations, it has built
up a strong reputation and capability in
acting as an interlocutor and facilitator
between EU and non-EU European States.
This could be a decisive element for those
non-EU States who volunteer to be bound
by this SES II legislation.
That said, it should not be considered
　
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