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dramatic and by 1997 average fl ight delays
were half those of 1989.
Enhanced military and civil cooperation
A further step forward was taken in 1996,
when the Flexible Use of Airspace (FUA)
concept was initiated, potentially unlocking
the vast tracts of European airspace
traditionally reserved for military use. This
would allow civilian air traffi c access to military
airspace during the extensive periods
when it was not required for military use.
FUA required much closer coordination
between civil and military air navigation
services and facilitated improved airspace
management, a signifi cant reduction in
airspace segregation needs, and a net gain
in capacity.
In February 1997, the ECAC transport
ministers adopted the ATM 2000+ Strategy,
aimed at coordinating air traffi c planning
and management throughout European
airspace, to create a seamless European ATM
system. Prompted by the increasing pressure
being placed by unremitting traffi c growth
on national ATM systems, it laid out a roadmap
of short-, medium- and long-term aims
for the next 15 to 20 years. It recognised the
need for improved technological solutions
and the creation of new concepts for managing
air traffi c.
Key targets included improved communication
between ATC centres, aircraft
operators and airports; measures to keep
costs down; helping airports to optimise
available capacity; mitigating the environmental
eff ects of air traffi c; and enhancing
civil-military cooperation. The offi cial launch
of the ATM2000+ Strategy in January 2000
would eventually mark the launch of the
subsequent decade.
In June 1997, the EUROCONTROL
Convention was revised to take account
of the changing air traffi c management
environment that now existed in Europe.
It made some signifi cant changes, including
expanding EUROCONTROL’s remit to
include airport runways and taxiways as
well as en-route, the so-called gate-togate
concept.
It also included closer cooperation with
other European institutions, paving the
way for regional economic integration
organisations, such as the European Union,
to join EUROCONTROL; the introduction
of European ATM performance review and
target-setting systems (the Performance
Review Commission and Safety Regulation
Commission); a decision-making process
based on majority voting; and the reinforcement
of cooperation between civil and
military authorities.
On an operational front, several new technologies
and procedures made possible by
new technology were introduced during the
1990s. In spring 1998, a new ATM Surveillance
Tracker and Server System (ARTAS)
went operational. ARTAS combines surveillance
data from various diff erent sensors
into a seamless air traffi c situation picture,
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CFMU Area
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NEVER IN ITS history have political, technological, economic
and environmental problems been more challenging for
EUROCONTROL than in the fi rst 10 years of the 21st century.
A decade that began with the 9/11 attacks is ending with a
recession unparalleled in modern times. Despite a relentless
buff eting from events outside its control, EUROCONTROL
has continued to press ahead successfully with its ambitious
programme of improvement on every level, in pursuit of its
goal of making air travel ever safer and more effi cient. Overall,
air traffi c has continued to grow strongly, yet increased
traffi c volumes are accommodated in Europe’s airspace more
expeditiously than ever, at lower cost and with less environmental
impact.
Volatility in the aviation industry has been extreme. The
eff ects of terror attacks and the security responses to them,
the oil price switchback and the economic meltdown have
masked a generally steady increase in demand for air travel,
which is expected to continue. The environment has become
a salient concern. More countries have joined EUROCONTROL,
creating complex political issues, while new applicants
　
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