Performance Review Report

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1 Annexes to the Performance Review Report PRR 4 Year 2000 An Assessment of Air Traffic Management in Europe during the Calendar Year 2000 Performance Review Commission April 2001

2 COPYRIGHT NOTICE AND DISCLAIMER European Organisation for the Safety of Air Navigation (EUROCONTROL) This document is published by the Performance Review Commission in the interest of the exchange of information. It may be copied in whole or in part providing that the copyright notice and disclaimer are included. The information contained in this document may not be modified without prior written mission the Performance Review Commission. EUROCONTROL The views expressed herein do not necessarily reflect the official views or policy of EUROCONTROL, which makes no warranty, either implied or express, for the information contained in this document, neither does it assume any legal liability or responsibility for the accuracy, completeness or usefulness of this information. Printed by EUROCONTROL, 96, rue de la Fusée, B-1130 Brussels, Belgium, Tel: , Fax:

3 LIST OF ANNEXES These Annexes should be read in conjunction with Volume I of the Performance Review Commission s Fourth Performance Review Report (PRR 4) 1 SAFETY DEFINITIONS A-1 2 TOP 20 BOTTLENECKS (ATFM EN-ROUTE DELAYS) A-4 3 ATFM DATA A-6 4 EN-ROUTE ATFM DELAY MAPS (EUROPEAN REGIONS) A-16 5 EN-ROUTE ATFM DELAY MAPS (ACC) A-17 6 COST TABLES A-18 7 TOP 30 CAPACITY CONSTRAINED AIRPORTS A-20 8 FOLLOW-UP TO PRC RECOMMENDATIONS A-21 9 AIR NAVIGATION SERVICE PROVIDERS (2000) A-28

4 ANNEX 1: SAFETY DEFINITIONS 1. Introduction In an attempt to compare safety formance based on safety data available in US and in Europe, the PRC has identified a wide variety of definitions referring to safety occurrences. It must be emphasised, however, that it is impossible to compare on equal grounds the two systems at this stage, and that there is a need to have harmonised definitions within an ICAO global agreement. This annex summarises the main definitions for incidents that have been used by ICAO, EUROCONTROL Member States, the EUROCONTROL Agency and by the FAA. 2. General Incident: [ICAO Annex 13]: An occurrence, other than an accident, associated with the oation of an aircraft, which affects or could affect the safety of oation. Serious Incident: [ICAO Annex 13]: An incident involving circumstances indicating that an accident nearly occurred. Airprox: [ICAO Doc 4444]: The code word used in an air traffic incident report to designate aircraft proximity. Air proximity: [ICAO Doc 4444]: A situation in which, in the opinion of a pilot or an air traffic services sonnel, the distance between aircraft as well as their relative positions and speed have been such that the safety of the aircraft involved may have been compromised (Four levels of severity are mentioned). More details, examples and a methodology for classification and reporting can be found in the ICAO Doc Accident/Incident Reporting Manual. 3. Definitions for Separation Minima Infringements EUROCONTROL Definitions Separation Minima Infringement (EUROCONTROL - ESARR2): A situation in which prescribed separation minima 1 were not maintained between aircraft. Inadequate Separation (EUROCONTROL - ESARR2): In the absence of prescribed separation minima, a situation in which aircraft were ceived to pass too close to each other for pilots to ensure safe separation. The Severity Classification Scheme for Safety Occurrences in ATM is a guidance material document to be applied to the Safety Measurement of ATM and supports the implementation of ESARR 2. It allows the classification of occurrences according to the severity of their effect on the safe oations of aircraft and occupants and it is compatible with ICAO ADREP, mapping each severity category of ICAO into an ESARR 2 category. All documentation relating to ESARR work is available the Safety Regulation Commission s web site at 1 Set out in ICAO Doc 4444 PANS-RAC, national regulations and LoAs. PRR 4 ANNEXES

5 US Definitions Oational Error (OE), [Definition and reporting procedures in FAA Order A, Air traffic quality assurance ]: An occurrence attributable to an element of the air traffic control system which results in less than the applicable separation minima between two or more aircraft, or between an aircraft and terrain or obstacles as required by Handbook and supplemental instructions. Obstacles include vehicles/equipment/sonnel on runways, or aircraft lands or departs on a runway closed to aircraft oations after receiving air traffic authorisation. Near Mid-Air Collision (NMAC) [Definition and reporting procedures in FAA Order , Aircraft Accident and Incident Notification, Investigation and Reporting ]: An incident associated with the oation of an aircraft in which the possibility of a collision occurs as a result of proximity of less than 500 feet to another aircraft, or a report is received a pilot or crew member stating that a collision hazard existed between two or more aircraft. Degree of Hazard (NMAC): Critical: A situation in which collision avoidance was due to chance rather than an act on the part of the pilot. Less than 100 feet of aircraft separation would be considered critical. Potential: An incident which would probably have resulted in a collision if no action had been taken by either pilot. Closest proximity of less than 500 feet would usually be required in this case. No hazard: A situation in which direction and altitude would have made a mid-air collision improbable regardless of evasive action taken. Oational Deviation (OD) [Definition and reporting procedures in FAA Order A, Air traffic quality assurance ]: An occurrence where applicable separation minima, as referenced in the oational error definition below were maintained, but: (1) less than the applicable separation minima existed between an aircraft and protected airspace without prior approval, (2) an aircraft penetrated airspace that was delegated to another position of oation or another facility without prior co-ordination and approval, (3) an aircraft penetrated airspace that was delegated to another position of oation of another facility at an altitude or route contrary to the altitude or route requested and approved in direct co-ordination or as specified in a Letter of Agreement, pre-co-ordination or internal procedure, (4) an aircraft, vehicle, equipment, or sonnel encroached upon a landing area that was delegated to another position of oation without prior co-ordination and approval. Pilot Deviation (PD) [Definition and reporting procedures in FAA Order ]: The actions of a pilot which result in the violation of a Federal Aviation Regulation (FAR) or a North American Aerospace Defense Command (NORAD) Air Defense Identification Zone (ADIZ) tolerance. US definitions are not compatible with the ICAO ones as the US FAA doesn t always apply ICAO rules. Occurrences reported by US to ICAO have to be manually mapped with the ADREP database of safety occurrences, for their inclusion in the said database. 2 The US equivalent of ICAO PANS-RAC Doc PRR 4 ANNEXES A-2

6 4. Definition for Runway Incursions EUROCONTROL definitions ESARR 2 where avoiding action was necessary: Any unauthorised presence on a runway of aircraft, vehicle, son or object where an avoiding action was required to prevent a collision with an aircraft. EATMP Glossary: Any occurrence at an airport that involves an aircraft, vehicle, son or object on the ground that creates a collision hazard or results in loss of separation with an aircraft taking off, intending to take off, landing or intending to land. (Co-ordination has been undertaken within EUROCONTROL, and with related activities within ICAO and the EC.) US Definition FAA order A: Any occurrence at an airport involving an aircraft, vehicle, son, or object on the ground, that creates a collision hazard or results in a loss of separation with an aircraft taking-off, intending to take off, landing or intending to land. PRR 4 ANNEXES A-3

7 ANNEX 2: TOP 20 BOTTLENECKS IN SUMMER (ATFM EN-ROUTE DELAYS) Bottlenecks Reference Location Name ACC Name State/ Provider s in summer 2000 Reasons for Congestion 5 LSAZUP2 Zurich Switzerland No remedial actions has been planned in the short-term action of the ANT/RNDSG group in 1999 and Traffic not adhering to planned FPL. There is a very high demand aggravated by the mandatory use of UL613 and the closure of SPR-RLP. Thunderstorm activity in May/June. EBMAWSL Maastricht UAC EUROCONT ROL Non-implementation of the up level sector split due to many constraints (e.g. staff and VHF frequency availability). WSL is a single sector with a capacity of 50. There is a very high demand, all traffic departing UK to the East/Southeast and vice versa. EDUUWUR Karlsruhe Germany Implementation of EAM04 in May and thunderstorm activity in May/June exacerbated the situation. EDUUFFM Karlsruhe Germany 'FFM is one of the busiest European ATC sectors. 'FFM is 2 sectors, with a total capacity of 60, collapsed into 1 with a capacity of 44. LECMDGO Madrid Spain One sector. Capacity 37/hour. The vertical splitting was not implemented in early summer as it had been planned. EGTTLUE London UK One sector (FL275-UNL) capacity 30/hour. Very high complexity and important evolving traffic in a large level band. Also affected by the North Atlantic traffic flows. LIPPNU6 Padova Italy Complexity of the airspace structure in the BZO area. Failure to open 7th sector. Staffing issue. There are currently no scenarios designed to alleviate the sector. MERUE Paris France holding stack north of Paris for Arrivals to LFPG the West/NW/SW. Capacity 20. There is very high demand due to the creation of additional runways at Paris CDG airport. EGTTS14 London UK Arrival to London (one of the densest sectors in ECAC). LFEUE Reims France One sector, capacity 30/35 hour. Very large military areas, very high demand above capacity (up to 60 ). LSAGISE Geneva Switzerland Two sectors collapsed: capacity 28/30. The 2 elementary sectors are IE (capacity 30/35) and IS (capacity 26/30). Due to staff constraints, the two sectors (Lower East-IE and Lower South-IS) had to be collapsed for long iods, causing the s. LIPPNL6 Padova Italy Collapsed sector. Complexity of the traffic due to many airports generating traffic and important military areas. LSAGKU3 Geneva Switzerland Ks sectors (re-designed in 2000). EHDELMD Maastricht EUROCONT ROL Large and complex sector (London departures to the NE associated to S14) and N-S traffic (Scandinavian countries to France). Many CDR and week-end routes. LSAZESL Zurich Switzerland Capacity decreased 34 to 32 in May 2000 due to initial implementation of Airspace restructuring in Zurich. Further improvements require a civil-military co-ordination. EBMALNL Maastricht UAC EUROCONT ROL s due to the complexity of the sector (arrivals/departures /to Dusseldorf, Brussels, Amsterdam, Frankfurt, airways crossings). Capacity decreased 45 in Nov 2000 to 35 in Jan 2001 due to co-ordination problems with Germany Similar to EBMALNL. Capacity decreased 37 to 27 in Winter EBMALUX Maastricht EUROCONT UAC ROL l LIPPSL6 Padova Italy Failure to open a 7th sector in LFMYY Marseille France Collapsed sector (staff constraints ). LFMNNR Marseille France Arrival/departing traffic to/ Marseille FIR. The s are not attributable to Marseille ACC, but to the interaction of approach/tower ATC units and the airports. 3 Reference: ATFM oations Summer 2000 report-may/october 2000 Report, CFMU 4 A regulation is considered as "en-route" if it relates to an en-route sector. It should be noted that in some cases a regulation may be applied to en-route sectors in order to protect a downstream airport (e.g. MERUE, EGTTS14). 5 The reasons for congestion were prepared by AMN, CFMU and PRU taking into account the actual documentation (e.g. LCIPs, CHIEF, RNDSG, etc.) PRR 4 ANNEXES A-4

8 1999 Bottlenecks Reference Location Name LSAZUAC sectors ACC Name State/ Provider s in Summer 1999 (min) s in Summer 2000 (min) Reasons for Improvement or Deterioration Zurich Switzerland ATFM strategy and new ACC configuration implemented in May LIPPNL1 Padova Italy Opening of 2 new sectors in May LIMMWSL Milano Italy sectors instead of one. LSAGKIN Geneva Switzerland sectors instead of 1. EDUUFFM Karlsruhe Germany Delegation of airspace and transfer of route UL602 Rhein to Berlin UAC. Delegation of OR5/6 Frankfurt to Berlin. LSAZWSL Zurich Switzerland De-concentration of lower traffic through specialised and de-conflicted arrival/departure routes. Reduction of the total demand on Zurich sectors through direct hand over between Basel/Reims and Basel/Karlsruhe. Balanced distribution of the total traffic demand into four sectors (instead of three). LFEBRUT (UR) Reims France Resectorisation in Reims, through the creation of a new sector (XR). Redefinition of route network in the area. LFFTE Paris France Creation of segregated and specialised routes. Resectorisation through the creation of specialised sectors. LIPPNU1 Padova Italy End of Kosovo crisis. ATC sector capacity increase. LFMMF1 Marseille France The transfer of 2 sectors in Bordeaux allowed the opening of the elementary sectors M and F. Realignment of UH sector in Bordeaux and M in Marseille. LECBCEN Barcelona Spain Increased number of sectors simultaneously opened. LIPPSL1 Padova Italy End of Kosovo crisis. ATC sector capacity increase. LECBECO Barcelona Spain Increased number of sectors simultaneously opened. LFEUE Reims France Reduced military activity during peak traffic demand. LSAZESL Zurich Switzerland De-concentration of lower traffic through specialised and de-conflicted arrival/departure routes. Reduction of the total demand on Zurich sectors through direct hand over between Basel/Reims and Basel/Karlsruhe. Balanced distribution of the total traffic demand into four sectors (instead of three). EBMALUX Maastricht Eurocontrol Earlier opening time and changed traffic patterns after Kosovo crisis. LSAGINS Geneva Switzerland Structural reasons; the INS suite has been a bottleneck at least since Two sectors collapsed: capacity 28/30. The 2 elementary sectors are IE (capacity 30/35) and IS (capacity 26/30). Due to the shortage of staff, the two sectors (Lower East-IE and Lower South-IS) had to be collapsed for long iods, causing s. However, even when the two elementary sectors are opened, s occur. EGTTS14 London UK The CLW suite has been a bottleneck since 1998, but the situation is rather stable.. LFMK1 Marseille France In 2000 the K suite was further split into 4 sectors (E1, K1, E2, K2). Staff shortage and civil-military issues between Milan and Marseille. EBMALNL Maastricht Eurocontrol Capacity was reduced during Kosovo crisis. Small change 1999 to /- 25 of ATFM Improving 1999 to 2000 < -25 of ATFM There was no deterioration in ATFM s above to PRR 4 ANNEXES A-5

9 ANNEX 3: ATFM DATA CFMU Area Year SUMMER s s YEAR s min. min. min. '000 '000 '000 '000 min. min. min. '000 '000 '000 '000 CFMU Area CFMU Area CFMU Area CFMU Area s ACC ACC Name Year SUMMER s s YEAR s min. min. min. '000 '000 '000 '000 min. min. min. '000 '000 '000 '000 EBBU BRUSSELS EDBB BERLIN EDFF FRANKFURT EDLL DUSSELDORF s PRR 4 ANNEXES A-6

10 ACC ACC Name Year SUMMER s s YEAR s min. min. min. '000 '000 '000 '000 min. min. min. '000 '000 '000 ' EDMM MUNCHEN EDUU KARLSRUHE EDWW BREMEN EDYY MAASTRICHT EFES TAMPERE EFPS ROVANIEMI s EGCC MANCHESTER PRR 4 ANNEXES A-7

11 ACC ACC Name Year SUMMER s s YEAR s min. min. min. '000 '000 '000 '000 min. min. min. '000 '000 '000 ' EGPX SCOTTISH EGTT LONDON EHAA AMSTERDAM EIDW DUBLIN EISN SHANNON s EKDK COPENHAGEN ENBD BODO PRR 4 ANNEXES A-8

12 ACC ACC Name Year SUMMER s s YEAR s min. min. min. '000 '000 '000 '000 min. min. min. '000 '000 '000 '000 s ENOS OSLO ENSV STAVANGER ENTR TRONDHEIM EPWW WARSZAW ESMM MALMO ESOS STOCKHOLM ESUN SUNDSVALL PRR 4 ANNEXES A-9

13 ACC ACC Name Year SUMMER s s YEAR s min. min. min. '000 '000 '000 '000 min. min. min. '000 '000 '000 ' s GCCC CANARIAS LAAA TIRANA ACC LBSR SOFIA LBWR VARNA LCCC NICOSIA LDZO ZAGREB LECB BARCELONA LECM MADRID PRR 4 ANNEXES A-10

14 ACC ACC Name Year SUMMER s s YEAR s min. min. min. '000 '000 '000 '000 min. min. min. '000 '000 '000 ' LECP PALMA LECS SEVILLA LFBB BORDEAUX LFEE REIMS LFFF PARIS LFMM MARSEILLE LFRR BREST s PRR 4 ANNEXES A-11

15 ACC ACC Name Year SUMMER s s YEAR s min. min. min. '000 '000 '000 '000 min. min. min. '000 '000 '000 ' LGGG ATHINAI LGMD MAKEDONIA LHCC BUDAPEST LIBB BRINDISI LIMM MILANO LIPP PADOVA LIRR ROMA s PRR 4 ANNEXES A-12

16 ACC ACC Name Year SUMMER s s YEAR s min. min. min. '000 '000 '000 '000 min. min. min. '000 '000 '000 ' LJLA LJUBLJANA s LKAA PRAHA LMMM MALTA LOVV WIEN LPPC LISBOA LQSB SARAJEVO LRAR ARAD PRR 4 ANNEXES A-13

17 ACC ACC Name Year SUMMER s s YEAR s min. min. min. '000 '000 '000 '000 min. min. min. '000 '000 '000 '000 s LRBB BUCURESTI LRBC BACAU LRCK CONSTANTA LRCL CLUJ-NAPOCA LSAG GENEVE LSAZ ZURICH LTAA ANKARA PRR 4 ANNEXES A-14

18 ACC ACC Name Year SUMMER s s YEAR s min. min. min. '000 '000 '000 '000 min. min. min. '000 '000 '000 '000 s LTBB ISTANBUL LUKK KICHINAU LWSS SKOPJE LZBB BRATISLAVA PRR 4 ANNEXES A-15

19 ANNEX 4: EN-ROUTE ATFM DELAY MAPS (EUROPEAN REGIONS) PRR 4 ANNEXES A-16

20 ANNEX 5: EN-ROUTE ATFM DELAY MAPS (ACC) PRR 4 ANNEXES A-17

21 States ANNEX 6: COST TABLES The unit rates for 2000 were approved by the enlarged Commission. These unit rates were used to calculate route charges in Costs in respect of Santa Maria FIR are excluded. National Costs Cost Bases and National Unit Rates for 2000 Eurocontrol Costs Maastricht General (3) Reductions for Exempted s Reduced Cost Base Balance for Year 1998 Costs Chargeable to Users Chargeable Service Units National Unit Rates EUR EUR EUR EUR EUR EUR EUR EUR 1 2a 2b 3 4= = =6/7 Austria Belgium-Lux Bulgaria Croatia (1) Cyprus Czech Republic Denmark France FYROM (1) Germany (1) Greece Hungary Ireland Italy Malta Netherlands Norway Portugal Romania (1) Slovak Republic Slovenia (1) Spain-Canarias Spain-Continental Sweden Switzerland Turkey United Kingdom (2) Grand (1) service units. (2) Civil costs and civil service units. Source: Final estimates of the route charges Cost Bases and Unit Rates for 2000 (WP/CE/R/99/58/2667/FIN) PRR 4 ANNEXES A-18

22 The following data were used to conduct the cost-effectiveness analysis. National Costs States 1996 Actual 1997 Actual 1998 Actual 1999 Actual 2000 Forecast Variation 2000/1999 Avg annual increase ('000 Euro) ('000 Euro) ('000 Euro) ('000 Euro) ('000 Euro) Austria Belgium-Lux. (2) Bulgaria Croatia Cyprus Czech Republic Denmark France (3) FYROM Germany (2) Greece Hungary Ireland Italy Malta Netherlands (2) Norway Portugal Lisboa Romania Slovak Republic Slovenia Spain-Canarias Spain-Continental Sweden Switzerland Turkey United Kingdom EUROCONTROL Costs (1) 1996 Actual 1997 Actual 1998 Actual 1999 Actual 2000 Actual Variation 2000/1999 Avg annual increase Titre I Costs 1996 Actual 1997 Actual 1998 Actual 1999 Actual 2000 Forecast Variation 2000/1999 Avg annual Increase EURO EURO (1) Maastricht and CRCO excluded. (2) Maastricht included. (3) Including contribution paid by France to the United Kingdom and Switzerland. Source: Final estimates of the Cost Bases and Unit Rates for 2001(CE/R/00/61/2754/FIN); Final estimates of the route charges Cost Bases and Unit Rate for 2001 (CE/R/00/61/2753/FIN). PRR 4 ANNEXES A-19

23 ANNEX 7: TOP 30 CAPACITY-CONSTRAINED AIRPORTS (Source: EUROCONTROL AOT) Airport Runway/ taxiway system Constraints (ranked) Terminal/ gates/ Apron Environ ment TMA/CTR/ ATZ Traffic departures ('000) ATFM (min) Co-ord. Airport constraints ranked in order of importance: 1= most important, 4 = least important. 1. AMSTERDAM m Full 2. ATHENS m Full 3. BALE/ MULHOUSE m Co-ord. 4. BARCELONA m Full 5. BERLIN TEGEL Full 6. BRUSSELS m Full 7. DUSSELDORF Full 8. FRANKFURT m Full 9. GENEVA Full 10. HAMBURG m Co-ord. 11. HERAKLION m Full 12. KERKIRA No 13. LANZAROTE Full 14. LISBON Full 15. LONDON GATWICK m Full 16. LONDON HEATHROW m Full 17. LUTON No 18. MADRID m Full 19. MANCHESTER Full 20. MILAN MALPENSA m Full 21. MUNICH m Full 22. NICE m No 23. OSLO Co-ord. 24. PARIS ORLY m Full 25. PARIS DE CAULLE m Full 26. RHODES No 27. ROME FIUMICINO Full 28. STUTTGART Full 29. VIENNA m Full 30. ZURICH m Full PRR 4 ANNEXES A-20

24 ANNEX 8: FOLLOW-UP TO PRC RECOMMENDATIONS PRC recommendations requiring action that have been made to the Provisional Council Note: The numbering assigned to the recommendations listed in this table is for ease of reference only. It does not correlate to the numbering that was used in each of the reference documents listed below. The PRC submitted the following recommendations for action to the Fifth Session of the Provisional Council (PC 5, July 1999). Reference: PC/99/5/3, dated First Performance Review Report (PRR 1, 1998) PRC Recommendation Provisional Council s Decision Comment 1. The Provisional Council is invited to establish urgently a harmonised safety formance reporting system. 2. The Provisional Council is invited to encourage all States to recognise that the collection of safety data is facilitated by the adoption of no penalty reporting policies. 3. The Provisional Council is invited to request all air traffic service providers concerned to support the PRU and/or the Agency in investigating the root causes of s in the most critical control centres and sectors in Europe. 4. The Provisional Council is invited to request that aircraft oators oating in European airspace, who are in a position to do so, provide OOOI data to the Agency and assist in the development of its use, according to a procedure to be defined under Agency leadership. {Considered under Safety agenda item } The Provisional Council recognised the need to establish urgently a harmonised safety formance reporting system. {Considered under Safety agenda item } The Provisional Council urged all States to adopt no penalty safety incident reporting policies where these were not already in place. The Provisional Council agreed that its Members should request their air traffic service providers to support the PRU and/or the Agency in investigating the root causes of s in the most critical control centres and sectors in Europe on the understanding that the Agency should prepare the text of a standard letter which they could use for this purpose and that the Director General would request ECAC States which are not members of EUROCONTROL to do likewise; The Provisional Council agreed that aircraft oators oating in European airspace, who are in a position to do so, should provide OOOI data to the Agency and assist in the development of its use, according to a procedure to be defined under Agency leadership and requested Member States to take the appropriate steps to ensure compliance on the understanding that the Director General would request ECAC States which are not members of EUROCONTROL to do likewise. SRC approved ESARR 2, which is in force since 01/01/00. SRC pursuing this issue. PRU visited the mostcritical centres and the Agency and obtained an adequate response. OOOI data are now being provided by 5 airlines to CODA on a regular basis. Agency proposal on reporting of air transport punctuality was submitted to PC 9 (November 2000). EU legislation in preparation. PRR 4 ANNEXES A-21

25 5. The Provisional Council is invited to express full support for the collaborative short and medium term capacity planning processes led by the Agency, with full co-oation of all air traffic service providers concerned, and furthermore to request that this is developed by all air traffic service providers into rolling five- capacity plans. 6. The Provisional Council is invited to request the Agency and concerned States, in addition to initiatives that are being taken by the EUROCONTROL Organisation, to develop top-down airspace designs in the most critical areas in Europe, with the objective of meeting the ATM safety objective, and to increase airspace capacity, efficiency and, where possible, costeffectiveness. Priority should be given to up airspace in critical areas, in particular the Area South and Area North identified in PRR The Provisional Council is invited to note that 80 of ATFM s originated up airspace in Summer 1998, reiterates its plea to all concerned parties to ensure timely implementation of RVSM, and encourages early RVSM application where possible. The Provisional Council is invited to request the Agency and concerned ATSPs to sign agreements by mid 2001, which specify agreed up airspace capacity increase profiles upon implementation of RVSM, and attempt to reduce any temporary decrease to the minimum possible. 9. The Provisional Council is invited to encourage air traffic service providers and the CFMU to adopt a more pro-active interaction in order to establish and manage capacity more efficiently. The Provisional Council expressed full support for the collaborative short and medium term capacity planning processes led by the Agency, with full co-oation of all air traffic service providers concerned, and agreed it would examine the issues involved in developing these processes into 5- capacity plans at its 6th Session on the basis of a more detailed proposal. The Provisional Council requested the Agency and the States concerned, in addition to initiatives being taken by EUROCONTROL, to develop airspace designs in the most critical areas in Europe, with the objective of meeting the ATM safety objective, and to increase airspace capacity, efficiency and, where possible, cost-effectiveness, with priority being given to up airspace in critical areas, in particular the Area South and Area North identified in PRR 1 on the understanding that it would examine these proposals at its 6th Session. {Both PRC recommendations were taken together by the Provisional Council} The Provisional Council noted that 80 of ATFM s originated up airspace and ground-unlimited sectors in Summer 1998, reiterated its plea to all parties concerned for timely implementation of RVSM, and encouraged early RVSM application where possible taking into the conditions required in the ICAO 70/30 document. The Provisional Council agreed that Member States should request air traffic service providers to adopt a better interaction with the CFMU in order to establish and manage capacity more efficiently, and urged the CFMU to reciprocate accordingly. Done Agency and States concerned taking initiatives e.g. CHIEF and 5-States, meetings of Directors OPS, capacity enhancement function, but more still remains to be done. At its 10 th Session (April 2001) the Provisional Council supported the need for setting up strong capacity planning actions aimed at ensuring that full capacity benefits will be obtained after the implementation of RVSM. In progress. Recommendations of the independent ATFM study were discussed at special EAG in January DG s conclusions are awaited. PRR 4 ANNEXES A-22