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exploiting all available capacity requires a
greater degree of dynamism in airspace
allocation and route activation, enabled
through collaborative processes and
targeted information sharing.”
The whole of 2005 was devoted to
definition, with development and
implementation getting under way in
April 2006, after the OK by the Agency’s
Provisional Council. “Since then we’ve
made good progress,” says Bouman, who
emphasises that the programme is already
prompting continuous improvement and
yielding practical benefits ahead of its
formal delivery date.
“Take the airports – we need to get
them on board because their capacity
directly impacts the capacity of the entire
network,” he says. “The key there is
Collaborative Decision Making by all the
players at an airport. We’ve obtained a
number of significant operational
improvements in that area, and also in
boosting airport capacity to limit impacts
on the network.”
The organisation’s Central Flow
Management Unit (CFMU), working with
the stakeholders and other
EUROCONTROL units that contribute
to DMEAN, has developed the first ever
fully integrated DMEAN Network
Operations Plan for European airspace.
“It gives a complete view of all the
capacity considerations that need to be
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24
“The traffic forecasts
made it clear that
we had to come
up with more
capacity in the
short term”
Chris Bouman
Activity Manager, DMEAN
Framework Programme
addressed by the aircraft operators in
planning schedules and routes,” Bouman
explains. “It’s all in one document that will
be backed up by a fully interactive website
from next summer. This is a very important
development and one that can be expected
to lead to ever more dynamic and
responsive network operations planning.”
Deteriorating weather conditions
In a third quick win, DMEAN is tackling
one of the prime sources of network
disruption – the weather. “Delays due to
bad weather have increased significantly in
the last year or two,” says Bouman.
“There’s not much we can do about the
conditions themselves, but we can certainly
improve how we deal with them.”
The team surveyed ANSPs and other
players, identified the best operational
solutions that they have developed, and
will pass them on through a central bestpractices
register, open to all stakeholders.
“That’s a good example of how we can
deal with one type of disruption in the
short term rather than with a four-year
programme,” he says.
Between now and 2010-11, the
DMEAN team will continue to put a large
part of their effort into what Bouman
describes as ‘enabling activities’, particularly
improved information exchange. “I think
we can have all the enablers in place by our
deadline,” he says. “But I also hope that a
big percentage of the ATM partners in
Europe will have already started using them
incrementally in the intervening years.”
One key enabler is the airspace data
repository, which is linked with the
existing European Aeronautical Database,
together with the environment database
that the CFMU uses for its
demand/capacity balancing work, and
with all the local databases in the Member
States and ANSPs.
“There’s a lot of information in
existence on routes and the constraints in
the system, but to make things more
dynamic it needs to be more readily
available and easier for the aircraft
operators to translate into actions,”
Bouman explains. “This repository will
provide, in one place, all the data users
need to check the availability of routes, for
instance with regard to the day-to-day
availability of military airspace, but also
any other airspace and airport capacity
related operational information.”
Other enablers include a central
repository for demand data and traffic
forecasts to help ANSPs with their
planning of sectorisation and staffing:
“When they’re thinking about how to
handle the load next week and next year,
there will be one place for them to see
what’s likely to happen to the traffic in
their airspace.”
Bouman continues: “Broadly speaking,
I’m happy with progress towards our
2010-11 milestone. But there are still some
issues. First, we need to be even better at
　
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