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This cooperative eff ort is essential for
such crucial work as route network development,
an on-going gradual process aimed at
reducing the route length extensions. Bouman
says this is a key enabler for improving
fl ight effi ciency, which has shown signifi cant
improvements over the last few years.
The enhanced route network also allows
for greater fl exibility, creating additional
direct routes activated according to specifi c
conditions. Availability and utilisation of
these conditional routes has increased
steadily over the last few years through better
civil-military cooperation, better procedures
and better fl ight planning by airlines.
In addition, Bouman highlights initiatives
to introduce free routes airspace within
Europe, notably in Portugal and Sweden,
already providing fl ight effi ciency benefi ts,
and expected to be followed quickly by
other states. However, he warns that this
throws up issues because independent free
routes initiatives could result in airlines and
other users having to implement diff erent
procedures in order to be able to operate in
the diff erent types of free routes airspace.
This is something airspace users are anxious
to avoid at all costs and, therefore, some
harmonisation is crucial if the full benefi ts of
free routes airspace are to be achieved.
A network approach
Initial deployment of DMEAN is scheduled
for 2011. Bouman believes that, even if some
goals miss the 2011 deadline, they will all
have been achieved by the time IP2 begins
in 2013. “What we need is network-wide
improvements and, at the moment, there
is still a way to go to achieve a network approach.
ANSPs have their own issues and the
downturn has altered providers’ perspectives.
For developments where there continues to
be slow progress, regulation is considered as
a way forward,” Bouman explains.
With the weight of the European Commission
behind the SES initiative, regulation is a
realistic option and is already being used to
enforce deployment in some DMEAN-related
areas, such as fl exible use of airspace.
“What further areas are suitable for regulation
and the eff ect of regulation is under
consideration,” says Bouman. “In reality, the
regulatory process is cumbersome and may
take more time than we have for short-term
DMEAN activities. However, working towards
regulation may be enough in itself to focus
attention on required changes and accelerate
the process.”
Bouman also warns that just because
there is a downturn in current traffi c trends,
attention should not be focused away from
the original problem of addressing capacity
issues and reducing delay. “We fully
expect that traffi c will pick up as the global
economy stabilises and that we will start to
see the sort of growth rates recorded before
the current economic crisis. We need to be
ready for that,” he stresses. “If traffi c levels
start to return, delays will quickly soar unless
we take action now. Even today, when
traffi c is depressed, we have capacity issues
at certain times of day and in some areas,
meaning that we are not meeting our delay
targets, even in a low-traffi c environment.
We should not take our eye off the ball and
allow attention to be focused away from
this critical longer-term issue. Instead, we
should be using the downturn to make the
improvements that we will need as soon as
traffi c starts to grow again.”
“What we need
is network-wide
improvements and,
at the moment,
there is still a way
to go to achieve a
network approach”
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本文鏈接地址：Reaching for the Single European Sky(85)