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safety issues at the airspace design phase.
Meanwhile, ensuring future ATM system safety is the EEC’s
main focus in terms of resource allocation. Research at the
EEC examining a range of industries has revealed that design
errors can make a more substantial contribution to accidents
than had been expected, sometimes amounting to as much
as 50-60 per cent. So it is important that designers and the
developers of new concepts need to consider safety as an
integral part of their work.
Many EEC-based projects already apply the Safety
Assessment Methodology (SAM), which was developed by
the Safety Enhancement Business Unit (SAF) in the
organisation’s headquarters and is recognised by the Safety
Regulation Commission to a large extent to be an
Acceptable means of Compliance to the ESSAR 4
(EUROCONTROL Safety Regulatory Requirement – Risk
Assessment and Mitigation in ATM). The SAM approach
requires major assessments during the design phase, an
intensive process known as the Functional Hazard
Assessment (FHA), which may be inappropriate for projects
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that do not proceed to the European Air Traffic
Management (EATM) design phase. For a more
comprehensive look at the SAM process see Brendan
Gallagher’s article ‘Safety assessment’.
To provide a safety assessment methodology compatible with
the full range of EEC projects, the Safety Assessment to New
Designs (SAND) project aims to develop a safety methodology
that is flexible and adjustable and enables an appropriate level
of resources to be applied to different project needs.
Areas covered by SAND include an initial assessment of
the safety impact of a project to determine the appropriate
level of assessment; a safety plan; an appropriate level of risk
assessment; a safety issues recording and monitoring
system; and a safety summary document. The safety
assessment is able to propose the use of tools that can be
applied alongside or instead of the SAM FHA approach, such
as HAZOP and the Technique for the Retrospective and
Predictive Analysis of Cognitive Errors (TRACER).
HAZOP and TRACER were developed as part of another
EEC project, which aims to develop techniques and tools to
support the safety assessment methodology. Safety
Modeling (SAFMOD) responds to a Survey of Safety Methods,
which identified 19 areas for further safety assessment
methodology support.
The related SAFBUILD project addresses means for
building safety into the design process of ATM systems. The
objective was to mirror the safety assessment methodology
to ensure that safety insights are used to improve designs.
The result should be that confidence in safety is
accumulated throughout the design process rather than
being tested at a stage when it may already be too late to
alter design concepts.
One important aspect of the safety R&D programme deals
with safety culture. The term refers to the way safety is
carried out at any operational location, and the degree of
importance placed on safety in contrast to other drivers such
as productivity, which would be measured in an air traffic
management environment in terms of parameters such as
aircraft throughput and delay reduction.
The EEC addressed this field initially by carrying out a
safety culture survey to determine its own level of maturity
in safety terms. That has been followed by work to assess
the effects that future ATM development plans, such as the
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provision of automated support tools to air traffic
controllers, can have on controllers’ safety culture. Interviews
with controllers at the Maastricht, Zurich, Shannon and
Lisbon Area Control Centres have suggested that future
systems will have their main impact on safety culture in the
areas of teamwork and communications.
Another objective is known as safety learning, which
means learning lessons from past mistakes through data
such as incident reports so that they are not repeated when
new systems are designed. As part of the Safety Learning for
R&D (SAFLearn) project, data from several Air Navigation
Service Providers (ANSPs) is gathered, de-identified and
stored so that it can be used to inform the development of
future concepts. The repository for the de-identified data is
a computerised platform called Saftool. The SAFLearn
process has been used to extrapolate recent incident
experience to new airspace design tools and concepts,
including conflict resolution tools and airspace complexity.
A Safety Assessment Technique Toolbox has been developed
　
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