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Europe is unique
in having a
diverse range of
geographically
compact
countries, each
with its own highly
limited air space
Focusing on the Single European Sky
The EUROCONTROL Network
Operations Plan consolidates traffic and
capacity forecasts and establishes a
common reference for both ATM users
and airspace users on the pan-European
Network Plan. Increasingly, this requires
simulation and the technical evaluation of
hardware and software, together with their
integrated operating systems, to not only
ensure the viability of projected solutions
and performance capabilities, but also to
guarantee the safety of ATM concepts and
handling formats. Digital real-time
solutions for ATC challenges carried out
by the EEC benefit from the dynamic
real-time simulation replicating two ATC
control rooms linked to a pilot room.
With a staff of around 250 people, the
EEC is now focused primarily on the
development of the Single European Sky
and the SES ATM Research (SESAR)
programme, with safety a paramount
objective. To achieve this, cooperative
network design involves strategic
planning, R&D, programme
implementation and advanced planning.
The EEC is developing a centralised set
of control functions to exploit economies
of scale and to improve safety. Based upon
integrated functions in other large-scale
networks, the USA being one example
analysed by the EEC, a higher fidelity of
simulation is possible and a greater degree
of safety ensues.
Currently, SESAR is tasked with
definition (2005-2008), development
(2008-2013) and deployment from 2014,
and safety is a core of planning and
deployment. Awareness is a cornerstone of
safety and a full understanding of network
behaviour is a pivotal element in turning
the system from mature research into a
viable, safe system. Thinking ahead is key
to this being accomplished and the EEC is
researching how new vehicles of the future
(UAV and VLJ types, for example) will
impact the system, given that increasing
numbers of highly automated vehicles
driven by non-professional pilots will be
integrated in the air traffic. The
automation of ATC conflict avoidance
functions will provide an opportunity to
research ways in which these obstacles can
be overcome.
While the current ATM system is
reliant on the human air traffic controller,
an element some might say is a constraint
on both capacity and safety, it is possible
to envisage that role evolving into a
manager of flows and not the controller
of individual aircraft. The EEC is
A challenge within the system lies
in the rapidly changing nature of
air traffic density. Some airports
are experiencing year-on-year
expansion in excess of 20 per cent
EUROCONTROL / IFATCA 2008: a collaborative approach to the future > Designing the network
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EUROCONTROL / IFATCA 2008: a collaborative approach to the future > Designing the network
particularly important in developing
future traffic flow models that can
integrate and simulate system automation,
ensuring safety as a prerequisite for
development. To achieve this, the EEC is
in the vanguard of redefining the roles
and responsibilities of future operators,
including controllers, pilots and airline
operations staff.
Managing safety –
top-down and bottom-up
According to Barry Kirwan, Head of Safety
Improvement Research at the EEC: “The
EEC has developed a top-down model of
ATM risk, incorporating real incident and
accident data where possible, called the
Integrated Risk Picture.” This brings
together safety and human factors and
helps to identify where the safety ‘hotspots’
are and where we need to invest in safety.
Based on this, for the next three years a
safety roadmap and monitoring process is
to be developed for implementation,
building on the Risk Picture, which will
consider the ATM system as a whole and
determine where increases in safety must
come from and when they should be
visible. Kirwan says: “At the same time,
the EEC safety assessors will be evaluating
the entire SESAR Concept of Operations
(ConOps) to check it is safe not only as a
whole package, but also at a deeper level
across individual elements and clusters.
Significantly, Kirwan points out that:
“This requires some improvements in
safety methodology, particularly in the
area of human reliability.” Therefore, a
　
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